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HomeMy WebLinkAbout6/14/2013 - Planning And Zoning Board - Agenda - P&Z Worksession Final AgendaPLANNING AND ZONING BOARD WORKSESSION AGENDA Friday, June 14, 2013, noon to 5 pm 281 N. College Conference Room A Web users: Documents for the Consent and Discussion Items shown below can be found under June 20, 2013 hearing agenda. Consent 15 minutes • Ridgeview Classical School SPAR (Shepard) Discussion 1 hour • Pateros Creek PDP (Ex) • 2013 LUC Amendments (Shepard) • APU Recommendations to City Council (Shepard) Worksession Topics 2 hours • Transfort Bus Routes (Jerediah Burianek) • Midtown Urban Design Plans (Bolin) • TOD Continued (Wilder/Lorson) • Mixed-Use (Lorson) BOARD TOPICS: 1.5 hours • Hearing Debrief • Updates: • Potential LUC Changes: o MAX Flats – need to look @ backside of property (Landscaping or greenery, parking lots, etc.) o Other • July 9 Jt. Worksession w/ City Council agenda topics • LUC – survey of preference for book/access electronically • Brainstorm New Ideas City Council Economic Health Office 300 LaPorte Avenue PO Box 580 Fort Collins, CO 80522 970.221.6505 970.224.6107 - fax fcgov.com June 3, 2013 TO: Members of the Planning and Zoning Board FM: Megan Bolin, Redevelopment Specialist RE: June 14 Work Session - Draft Midtown Plan Work Session Purpose To obtain feedback from the Planning and Zoning Board (P&Z) on the draft Midtown Plan. The draft Plan is quite large and, rather than printing hard copies for each Board member, the Plan is available for review online at www.fcgov.com/midtown. A summary of the Plan is provided in this memo, and further explanation will be provided with a presentation at the work session. Background Work began in summer 2012 on the Midtown Plan (formally called the Midtown Urban Design Plan). The project is being managed collaboratively between the Economic Health and City Planning departments, along with a consultant team led by Winter & Company from Boulder, CO. Phase 1 (July – October 2012): included extensive information gathering to gain an understanding of how Midtown exists today. This included tours of the corridor and meetings with City staff, residents, property owners, and business owners. Phase 2 (November – January 2013): explored preliminary design concepts for the corridor, and included an intensive, hands-on workshop that was attended by more than 70 community members. These concepts were presented and explored more thoroughly with City Council at a work session on January 8. Phase 3 (February –June 2013): incorporated feedback into a draft document. Staff is coordinating extensive outreach throughout the month of June to obtain feedback from the various stakeholders. A public open house is scheduled for the evening of June 27; more details will be available on the project’s website. Plan Adoption: P&Z will be asked to make a recommendation as to whether to adopt the Plan at the August 15 hearing, followed by City Council consideration on September 3. Draft Midtown Plan – Key Concepts Following is a summary of the key concepts/recommendations included in the draft Plan. Staff is seeking feedback from the Board, which will be incorporated with other public input into a final draft. The draft Plan is also available on the project’s website, www.fcgov.com/midtown, and will be available there for public review until July 3. The first attachment is the draft Framework Map, which illustrates high-level planning concepts. Vision: Midtown will be a vital neighborhood with a mix of uses and activities that serve a broad spectrum of the community. It will have a distinct identity that distinguishes it from other parts of the city and should be a destination in its own right. Streets will be inviting to pedestrians, and public art and civic facilities will be located throughout the area. Midtown is envisioned as an urban area with higher densities. It will be an economic generator that is conveniently accessible from abutting residential areas, while continuing to serve the community as a whole. Mobility and Access: Chapter 3 establishes the future for transportation-related elements including street cross-sections, transit, bicycles and pedestrians, and parking. Attached are two maps to illustrate certain concepts: a Connectivity Map and a Multi-Modal Map. Important recommendations include:  Work within existing curb-to-curb dimensions when improving streets. Outside of curbs is an envisioned enhanced public realm, including wide, detached sidewalks, which sometimes suggests additional right-of-way (ROW). See attached Street Cross Sections for full detail.  Improve frontage roads to be more bike-friendly. When frontage roads end, continue bike circulation through wide, detached sidewalks along College Avenue, similar to the mall’s current plans  Construct a pedestrian promenade adjacent to MAX between the Spring Creek Overpass and Horsetooth MAX station. The ideal cross section allows for a 15’ multi-use path (bikes & pedestrians only) with 15’ landscaping and 10’ buffer between path & buildings. Where ideal cross section doesn’t fit, it may be more feasible to narrow the cross section, but should not be less that 10’ for the path.  Provide continuous, designated bike facilities. Where gaps in current system and sufficient ROW are available, provide on-street bike lanes/buffered bike lanes/cycle tracks. Where ROW is not sufficient, use shared lane markings or bike route markers to direct cyclists.  Improve intersections: safety improvements such as signage, pavement markings, medians, signal detection, green paint, and “bike boxes” or two-stage turn boxes.  Connect to transit: bus stop designs along major east/west streets should be enhanced to match quality of MAX stations, and fit within recommended streetscape palette for Midtown.  Keep parking subordinate: encourage developments to locate parking behind structures.  Use structured parking as an incentive for increased density. 2  Maintain maximum parking requirements for commercial development: developers should be required to demonstrate their site can accommodate anticipating parking without causing significant spillover into adjacent properties.  Establish maximum parking requirements for residential developments: Number of Bedrooms Maximum Parking Spaces per Bedroom 1 or less 1.25 2 1.5 3 1.75 4 or more 2.0 Streetscapes, Signage and Wayfinding: Chapter 4 provides visual image recommendations for the urban design pallet and signage system for Midtown. Attached is a map showing the locations for various sign types for the corridor.  Median landscaping is recommended to follow the recently-updated Streetscape Standards provided in the Larimer County Urban Area Street Standards.  Establish a sense of identity for the three character areas: − Upper Midtown = Garden theme − Central Midtown = Art/Entertainment theme − Lower Midtown = Technology theme The purpose of defining these three areas is to help conceptualize the area in manageable pieces; dividing the corridor into three segments helps to provide a sense of each sub-area being broader than just College Avenue. The themes should be expressed in streetscape elements in the public realm. Parks and Open Space: Chapter 5 includes recommendations for public spaces, including:  Provide a rich collection of outdoor places for informal and formal gathering.  Each character area should have one major open space; the space could be an urban plaza or urban park, verses a traditional green park: − Located ¼ mile from MAX station. − .5 – 2 acres, but probably not larger than 4 acres.  Minor open spaces, e.g., small courtyards, plazas, dining areas, should be distributed throughout the corridor: − Network, accessible to general public and connected to larger pedestrian/bike network. − Built and managed by private owners. Development Prototypes and Design Guidelines: Chapters 6 and 7 provide site diagram examples of potential redevelopment scenarios, and Chapter X follows with design guidelines to aid in the implementation of the built environment vision. Key development concepts include:  Support increased density, particularly near MAX stations.  Locate buildings along street edges and parking on the interior of sites. 3  Give pedestrian circulation highest priority when designing site layout.  A variety of parcel sizes and development prototypes can and should play a role in the revitalization of Midtown. New development should consist of both large-parcel, mixed- use projects and smaller, nuance site designs that will add to the overall character and charm of the corridor.  Prototypes shown are “ideal scenarios” for high density development. Market conditions at the time of development will determine the eventual outcome; however, solid urban form and principles should be followed.  New development can be phased to allow funds to be secured and projects to be built realistically over time. Implementation Strategy: Chapter 8 recommends several funding sources that could be available to assist with infrastructure and development/redevelopment projects. Emphasis is placed on public-private partnerships to optimize revitalization efforts. Also included is an Implementation Action Plan that identifies key projects that are key to implementing the vision; items are divided into short, medium, and long-term actions.  Implementing the Plan will take proactive efforts, which must also be responsive and react to new opportunities and changing conditions as they arise.  Both the public and private sectors must share in the responsibility of implementation, e.g., funding.  Implementation tools: − Continued use of tax increment financing (TIF) by the Fort Collins Urban Renewal Authority (URA) − Create a Business Improvement District (BID) − Consider adding Midtown projects to the Capital Improvement Project list (if not listed already) − Explore grant opportunities − Private investment Attachments 1. Framework Map 2. Connectivity Map 3. Multi-Modal Map 4. Signage & Wayfinding Map 5. Street Cross Sections 4 FRAMEWORK MAP Midtown Fort Collins Implementation Plan MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE Colorado Division of Wildlife Youth Activity Center Main Post Office CSU Veterinary School PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER U U U U U U U U Legend Midtown Plan Area (darker aerial area) Character Area Boundary Gateway (Future) Civic Amenity (approximate locations) • May be a park, plaza, or other gathering place • One per Character Area (Future) Privately developed Plazas and Open Spaces CONNECTIVITY MAP Midtown Fort Collins Implementation Plan MAX Guideway MAX Station MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE Colorado Division of Wildlife Youth Activity Center Main Post Office CSU Veterinary School RUTGERS ST PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER Legend 2-Lane Arterial 6-Lane Arterial (College Ave.) 4-Lane Arterial MAX Station MAX Guideway 2-Lane Parkway 2-Lane Collector (no bike lanes) 2-Lane Collector (w/ bike lanes) Pedestrian Promenade Existing Streets (no change) MAX Guideway MAX Station MONROE SWALLOW RD HORSETOOTH RD TMAN PKWY MULTI-MODAL MAP Midtown Fort Collins Implementation Plan TH U O U U MONROE HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR Colorado Division of Wildlife Youth Activity Center Main Post Office CENTER AVE COLLEGE AVE SWALLOW RD DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CSU Veterinary School U U U U U Legend Midtown Plan Area (darker aerial area) Proposed Cycle Track Proposed Intersection Improvement Proposed Shared Facility (Sharrows along Frontage Rd.) or Cycle Track Existing Underpass Future Grade Separated Crossing Existing Multi-Use Path (MUP) Existing Bike Lane Existing Bike Route Proposed Short-Term Bike Lane Proposed Long-Term Bike Lane Character Area Boundary Points of Interest MAX Station TH Trailhead U U SIGNAGE & WAYFINDING LOCATION MAP Midtown Fort Collins Implementation Plan MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE Colorado Division of Wildlife Youth Activity Center Main Post Office CSU Veterinary School PROSPECT SPRING CREEK DRAKE SWALLOW HORSE TOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER Legend Gateway Monumentation Sub-Area Identification Directional MAX Directional Pedestrian Informational Mobile-Enabled Informational Key Streetscape Node MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLUMBIA RD STREET SECTIONS Midtown Fort Collins Implementation Plan 6-Lane Arterials CROSS-SECTION A COLLEGE AVE. (NORTH OF RUTGERS & SOUTH OF HORSETOOTH) CROSS-SECTION B COLLEGE AVE. (RUTGERS TO THUNDERBIRD) CROSS-SECTION C COLLEGE AVE. (THUNDERBIRD TO SWALLOW) CROSS-SECTION D COLLEGE AVE. (SWALLOW TO HORSETOOTH) STREET SECTION PROP. CSS PROP. CTC ELEMENTS INSIDE CURBS ELEMENTS OUTSIDE CURBS PROJECT AREA STREETS EXIST. ROW EXIST. CTC A 140’ 90’ * 6 travel lanes * Center Turn Ln. * Landscaped Buffer * Cycle Track * Sidewalk College Ave. (North of Rutgers) (South of Horsetooth) 100’ - 120’ 100’ - 120’ 83’ - 90’ 86’ - 90’ B 150’ or 160’ 120’ * 6 travel lanes * Center Turn Ln. * SB Rt. Turn Ln. * Landscaped Buffer (east) * 2 Frontage Road Lanes (east) * Landscaped Buffer * Cycle Track * Sidewalk College Ave. (Rutgers to Thunder- bird) 130’ 130’ (incl. STREET SECTIONS Midtown Fort Collins Implementation Plan CROSS-SECTION E 4-LANE ARTERIAL (WIDE MEDIAN) 4-Lane Arterials 2-Lane Arterials CROSS-SECTION F 4-LANE ARTERIAL (REGULAR MEDIAN) CROSS-SECTION G 2-LANE ARTERIAL CROSS-SECTION H 2-LANE ARTERIAL WITH MEDIAN (AT INTERSECTIONS AS NEEDED) CROSS-SECTION I STREET-LIKE DRIVE STREET SECTION PROP. CSS PROP. CTC ELEMENTS INSIDE CURBS ELEMENTS OUTSIDE CURBS PROJECT AREA STREETS EXIST. ROW EXIST. CTC E 117’ 67’ * 4 Travel Lanes * 19’ Center Turn Lane/Raised Land- scaped Median * 8’ Landscaped Buffer * 8’ Cycle Track * 9’ Sidewalk Prospect Horsetooth (east of Col- lege) 60’ & 90’ 100’ 50’ 67’ F 117’ 78’ * 4 Travel Lanes * 14’ Center Turn Lane/Raised Land- scaped Median * 8’ Buffered Bike Lanes * 10’ Landscaped Buffer * 10’ Sidewalk Drake Horsetooth 80’ & 100’ 100’ 78’ 78’ STREET SECTION PROP. STREET SECTIONS Midtown Fort Collins Implementation Plan 2-Lane Parkways 8’ 14’ Parking 7’ Cycle Track 11’ Travel Lanes 11’ Travel Lanes 8’ Parking 7’ Cycle Track 14’ 3’ 3’ Troutman 100’ ROW 14’ Median/ Turn Lane Depress boulevard strip and provide curb cuts for stormwater ow into boulevard to minimize impact on stormwater system. Vertical curb to be placed at edge of parking to create physical seperation for Cycle Track. Curb openings every 30 Feet for stormwater. Three foot buer provided for seperation from door zone and pedestrian movements. CROSS-SECTION J 2-LANE PARKWAY CROSS-SECTION J (ALTERNATIVE) 2-LANE PARKWAY WITH CYCLE TRACK 2-Lane Collectors (no bike lanes) CROSS-SECTION K 2-LANE COLLECTOR WITH MEDIAN (NO BIKE LANE) CROSS-SECTION L 2-LANE COLLECTOR (NO BIKE LANE) STREET SECTION PROP. CSS PROP. CTC ELEMENTS INSIDE CURBS ELEMENTS OUTSIDE CURBS PROJECT AREA STREETS EXIST. ROW EXIST. CTC J 100’ 70’ * 2 Travel Lanes * 14’ - 16’ Turn Lane/Landscaped Median STREET SECTIONS Midtown Fort Collins Implementation Plan 2-Lane Collectors (w/ bike lanes) CROSS-SECTION M 2-LANE COLLECTOR - RESIDENTIAL (PARKING ONE SIDE ONLY) CROSS-SECTION N 2-LANE COLLECTOR - COMMERCIAL (PARKING ONE SIDE ONLY) Promenade STREET SECTION PROP. CSS PROP. CTC ELEMENTS INSIDE CURBS ELEMENTS OUTSIDE CURBS PROJECT AREA STREETS EXIST. ROW EXIST. CTC O 50’ N/A N/A * 20’ “Double Tree Row” and Land- scaped Buffer * 20’ Multi-Use Pathway * 10’ Setback to Buildings Stuart (E. of College) 60’ 44’ CROSS-SECTION O PROMENADE STREET SECTION PROP. CSS PROP. CTC ELEMENTS INSIDE CURBS ELEMENTS OUTSIDE CURBS PROJECT AREA STREETS EXIST. ROW EXIST. CTC M 65’ 45’ * 2 Travel Lanes * 7’ Bike Lanes * On-Street Pkg. (one side only) * 5’ Tree Row * 5’ Sidewalk Stuart (E. of College) 60’ 44’ N 70’ 45’ * 2 Travel Lanes * 7’ Bike Lanes * On-Street Pkg. Fort Collins MIDTOWN PlaN Achieving the vision for A revitAlized, trAnsit-oriented, Mixed-use neighborhood FRAMEWORK MAP Midtown Fort Collins Implementation Plan MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE Colorado Division of Wildlife Youth Activity Center Main Post Office CSU Veterinary School PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER U U U U U U U U Legend Midtown Plan Area (darker aerial area) Character Area Boundary Gateway (Future) Civic Amenity (approximate locations) • May be a park, plaza, or other gathering place citY council Karen Weitkunat, Mayor Gerry Horak, Mayor Pro Tem, District 6 Bob Overbeck, District 1 Lisa Poppaw, District 2 Gino Campana, District 3 Wade Troxell, District 4 Russ Cunniff, District 5 citY boArds & coMMissions Art in Public Places Board Bicycle Advisory Committee Economic Advisory Commission Natural Resources Advisory Board Planning and Zoning Board Transportation Board project MAnAgeMent teAM Bruce Hendee, Sustainability Services Megan Bolin, Economic Health Aaron Iverson, FC Moves Seth Lorson, Community De- velopment and Neighborhood Services Emma McArdle, Transfort Timothy Wilder, Community De- velopment and Neighborhood Services Project lead: Winter & Company 1265 Yellow Pine Ave. Boulder, CO 80304 www.winterandcompany.net Sub-consultants: Alta Planning & Design Britina Design Group Centro, Inc. Felsburg, Holt & Ullevig Shears Adkins Rockmore Midtown stAkeholders South Fort Collins Business As- sociation Fort Collins Auto Dealers Asso- ciation Midtown businesses, employers, employees and residents citY stAff Lindsay Ex, Community Develop- ment and Neighborhood Services Craig Foreman, Park Planning Randy Hensley, Parking Services Sheri Langenberger, Engineering Clark Mapes, Community De- velopment and Neighborhood Services Ellen Martin, Cultural Services Molly North, FC Moves Rick Richter, Engineering Ginny Sawyer, Neighborhood cONTeNTS introduction to the plan intro-1 previous plans intro-2 project Area boundary intro-3 project objectives intro-3 public outreach intro-4 using the plan intro-5 1-general framework concepts 1-1 the vision for Midtown 1-2 objectives for Achieving the vision 1-4 2-creating a climate for investment 2-1 promote Midtown’s vision 2-2 engage the private sector 2-4 incentivize new investment and enact policies to guide new development 2-5 3-Mobility and Access 3-1 improved circulation 3-2 A Multi-Modal environment 3-14 parking strategies 3-20 4-streetscapes, signage & wayfinding 4-1 A sense of identity 4-2 A sophisticated urban design palette 4-3 locating streetscape elements 4-12 5-parks & open space 5-1 Major public open space 5-2 Minor public open space 5-5 concepts for a civic plaza 5-7 6-development prototypes 6-1 case study 1 - small parcel development 6-2 case study 2 - Medium parcel development 6-4 case study 3 - Medium parcel development 6-6 case study 4 - large parcel development 6-8 case study 5 - big box reuse 6-10 case study 6 - A “tech works” center 6-12 case study 7 - Multiple blocks coordinated 6-14 case study 8 - redevelopment of an Auto dealership 6-16 phasing study 6-18 7-design guidelines 7-1 design principles 7-2 design guidelines 7-4 8-implementation strategy 8-1 A coordinated effort 8-2 key implementation tools 8-3 priorities for implementation 8-13 Introduction to the Plan Intro-1 public review draft Midtown is a key portion of the College Avenue com- mercial corridor, spanning slightly over three miles from Prospect Road on the north to Fairway Lane on the south. A significant portion of College Avenue, the Ma- son Corridor and new MAX Bus Rapid Transit (BRT) line has been a priority area for the City, as it has recently been the focus of community attention and investment and is collectively defined as the “community spine” in City Plan (2011). IntroductIon to the Plan Policy lIV 5.2 of City Plan provides the foundation for continued focus in Mid- town stating: The ‘community spine’ shall be considered the highest priority area for public investment in streetscape and urban design improvements and other infrastructure up- grades to support infill and redevelopment and to promote the corridor’s transition to a series of transit-supportive, mixed- use activity centers over time” Existing Mason Street Corridor (City Plan, pg. 52). Existing College Avenue Corridor (View from Frontage Road) Intro-2 Fort collins Midtown Plan public review draft PREVIOUS PLANS In addition to City Plan, other City projects that influence Midtown are: • Transit Oriented Development Overlay Zoning Regulations which include: - Density bonuses for incorporating affordable hous- ing and/or structured parking - Site and building design standards • Midtown Redevelopment Study (2010), a market study that determined Midtown has: - Over 600,000 square feet of vacant retail space - Capacity for 1,500-3,000 new housing units - Capacity for 200,000 square feet of new office space • Existing Conditions Survey and Urban Renewal Plan (2011) - Determined blight conditions exist throughout the corridor - Established the ability for the Urban Renewal Au- thority to use tax increment financing (TIF) to lever- age private investment. While these initiatives have helped establish the founda- tion for Midtown’s future, they lack a cohesive design vision to guide public and private investment within the corridor. Subsequently, City Council initiated the devel- opment of this Midtown Plan. The TOD Overlay Zone is cen- tered along the MAX line and en- compasses most of the Midtown Implementation Plan study area. Midtown Redevelopment Study was a market study for the area. MCC Existing Conditions Survey was conducted by the URA. Introduction to the Plan Intro-3 public review draft PROjECT AREA BOUNDARY The Project Area Boundary, shown to the right, extends along College Avenue from Prospect Road on the north to Fairway Lane on the south. The project area encom- passes the MAX Bus Rapid Transit corridor’s southern terminus station, South Transit Center, as well as 7 other stations to the north: Harmony, Troutman, Horsetooth, Swallow, Drake, Spring Creek and Prospect. The bound- ary extends east of College to include Foothills Mall and everything between jFK Parkway and College Avenue. PROjECT OBjECTIVES The objectives of the Midtown Plan are: • Complement current and forthcoming investment by articulating a vision for the area. • assure multi-modal connectivity and improved cir- culation throughout Midtown and promote optimum use of MaX Bus Rapid Transit (BRT) system. • craft a parking strategy that supports increased densities. • Improve wayfinding and sense of identity. • Identify opportunities to further enhance streetscapes. • Provide a rich collection of outdoor places that enhance the experience of Midtown. • articulate design objectives through varied devel- opment prototype case studies. • Guide the design of future redevelopment to rein- force the vision for the area. • Provide recommendations for financing and imple- menting project visions. PROJECT BOUNDA Midtown Fort Collins Imp MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER Intro-4 Fort collins Midtown Plan public review draft PUBLIC OUTREACH Information and guidance for this Plan was collected through various means of public outreach. A community workshop was held on November 14, 2012 that included approximately 70 attendees of property owners, busi- ness owners, residents adjacent to the corridor and other interested citizens. The workshop was an intensive, hands-on experience where citizens were able to work as Community members offered in- put on many design concepts for the corridor including the idea to identify three designated “char- acter areas” with themes that would convey a distinct identity and help guide development Community workshop, Novem- ber 2012 A “game piece” activity took place where residents cut out various conceptual land use typologies and placed them on the maps to envi- sion what redevelopment scenarios could look like. city planners and design their own visions for Midtown. The team also conducted a work session with city council on january 8, 2013 to obtain their feedback regarding the Plan’s progress, specifically regarding key emerging concepts that will shape the Plan. Key topics included character areas, circulation, design, parks, pla- zas and open space, gateways, wayfinding and signage. Other meetings with community organizations, such as the South Fort collins Business association (SFCBA), and city Boards and commissions were also held on a regular basis. Focus groups also met to differentiate and understand the viewpoints of property and business owners, developers, and neighbors. Additional input was obtained using an online questionnaire. Community members presented their group’s ideas for Midtown. Introduction to the Plan Intro-5 public review draft USINg THE PLAN This Plan will serve as a policy guide for the City and pri- vate investors as they adopt new regulations and incen- tive programs and make investments in the area. It also may be used by property owners who seek to coordinate their improvement projects with those of their neighbors. The following chapters describe in detail the objectives of the Plan. Chapters are as follows: • Chapter 1 - general Framework Concepts • Chapter 2 - Creating a Climate for Investment • Chapter 3 - Mobility and Access • Chapter 4 - Streetscapes, Signage and Wayfinding • Chapter 5 - Parks and Open Space • Chapter 6 - Developement Prototypes • Chapter 7 - Design guidelines Workshop participants introduced an idea to encourage develop- ment of “pocket communities.” Intro-6 Fort collins Midtown Plan public review draft SUMMARY POINTS plan introduction • Midtown’s boundaries encompass a significant por- tion of the “community spine”, as identified in City Plan, which is given the highest priority for public investment. • A cohesive design vision is needed to guide public and private investment. • MAX bus rapid transit line opening in 2014 will catalyze and transform the corridor. • Project objectives, such as: improved circulation and multi-modal connectivity, establishing an identity for Midtown, promoting the use of MAX, and creating a rich collection of public outdoor spaces should be followed. • An innovative parking strategy will need to be pursued in order to support the desired densities in Midtown. 1. General Framework Concepts 1-1 public review draft Today, Midtown is an active place, with a wide range of commercial activities and a limited amount of residen- tial and institutional uses. While it is a vital part of the city, it lacks a distinct identity, and is dominated by automobiles. This chapter describes the overall framework for achieving the vision for Midtown Fort Collins. It builds on initial concepts that were set forth in the Midtown Redevelopment Study, providing refinements to some of those ideas and adding others expressed in community meetings and workshops. The primary objectives of this chapter are: • State the vision for Midtown • Describe objectives for achieving the vision Bicycle and pedestrian connec- tions are missing in many places, which challenges non-motorized access to Midtown. Most buildings are set back from College Avenue with parking in front, which caters to the auto- mobile instead of the pedestrian. While Midtown is a vital part of the city, it lacks a distinct identity. 1 - General Framework ConCeptS 1-2 Fort Collins midtown plan public review draft Safe, attractive pedestrian con- nections are vital to the success of Midtown as a neighborhood in its own right. The VIsIon For MIdToWn The vision for Midtown is that it will be a vital corridor, with a mix of uses and activities that serve a broad spectrum of the community. It will have a distinct iden- tity that distinguishes it from other parts of the city, and will serve as a destination in its own right. streets will be inviting to pedestrians and bicyclists, with attractive street edges, and active urban plazas and spaces. signature features, including public art and civic facilities, will be located strategically throughout the area and serve as identifiers for smaller sub-areas within Midtown and invite year-round use. Midtown will become an urban neighborhood of choice for many residents and an important economic genera- tor for the city. It also should serve abutting residential neighborhoods and be conveniently accessible from them with the improvements of existing and addition of new streets throughout Midtown. The maX line will become a central spine in Midtown, just as College Avenue is. new development will be of high quality, sustainable urban form that supports a pedestrian-first environment and fronts onto MAX in- stead of turning its back onto it. Key intersections will connect pedestrian, bike and auto traffic, from College Avenue to MAX with identifiable streetscapes, signage and wayfinding. College avenue will continue to be a major north-south regional connection, but new development will be more urban in nature and buildings will address College with parking in back, rather than the reverse that exists today. The Framework Map on page 1-3 graphically explains the improvements to be made for achieving this bold vi- sion. This map should serve as a reference for the rest of the chapter. Inviting streetscapes with ac- tive ground floor uses will help enliven the area. Outdoor cafe seating is a must for the temperate Colorado cli- mate. 1. General Framework Concepts 1-3 public review draft FRAMEWORK MA Midtown Fort Collins Implem MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE Colorado Division of Wildlife Youth Activity Center Main Post Office CSU Veterinary School PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER U U U U U U U U U U MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY JOHN F KENNEDY PKWY MANHATTAN AVE LANDINGS DR DRAKE RD 1-4 Fort Collins midtown plan public review draft a Sustainable neighborhood overall, Midtown should develop as a sustainable neigh- borhood culturally, economically and environmentally. This means providing a framework for livability that supports living, working and recreation in a way that contributes to a strong economy and that makes the best use of natural resources. The environment should be celebrated and site and building design should evoke a sense of environmental awareness. new buildings should be energy efficient and take advantage of solar access. They should use sustain- able, local materials where possible to reinforce a sense of locality. Urban form should minimize automobile trips and encourage more walking and biking and less driving, and site design should utilize environmentally friendly measures such as low impact development techniques. The private and public realm should use sensitive landscaping and materials and evoke a sense of “sustainable living”. objeCTIVes For AChIeVIng The VIsIon This vision for Midtown is further expanded in the fol- lowing objectives: • A Sustainable Neighborhood • A Vibrant Mix of Uses • Distinctive Character Areas • Excellence in Design • Active Parks and Open Space • Interconnected Multi-Modal Circulation • Inviting Streetscapes A discussion of each objective follows. Currently, most trips are made by car in Midtown because the infrastructure and lack of urban form promote it. 1. General Framework Concepts 1-5 public review draft a Vibrant mix of Uses Midtown should include a rich mix of uses, and at higher densities than exist today. While commercial businesses should continue to be important parts of the formula, more housing should be introduced, as well as civic and institutional uses. housing, in the form of apartments and townhouses, should be developed to take advantage of the MAX transit system and help create more ridership for the MAX service, and to make more efficient use of land that is close to the city center. some of this housing would be developed as upper levels of mixed use build- ings that face onto College Avenue, while others would orient to cross streets, Mason street, and to the MAX line. housing should address a diversity of markets, includ- ing students, young professionals, families and seniors. Currently, the low land uses densities are below nation- ally accepted thresholds for adequate support of high fre- quency transit. Within walking distance of MAX stations, there is an overall density of about 3 dwelling units per acre and there are approximately 8 employees per acre. studies conducted by organizations such as the Institute of Transportation engineers (ITe) and Transit Cooperative research Program (TCrP) estimate that 15 dwelling units per acre, or 25 employees per acre, or a combination of dwelling units and employees is the minimum density needed to support high frequency transit such as MAX. Within the range of commercial uses, retail and services are key components. Professional offices, research and development, and incubator spaces should also be in the mix. Automobile dealerships also make up an impor- tant part of the Midtown economy. When considered all together, the mix of uses in Midtown should serve the region as well as nearby neighborhoods. In essence, while more urban, mixed-use development is to be promoted as a key part of reinvestment in Mid- town, there should continue to be room for many other enterprises, albeit in forms that are more consistent with the image and form for the design character of the area. Groceries serve local neighbor- hoods and the city at large. Auto dealers contribute to the economy in Midtown. Current Uses While Midtown already includes a relatively wide range of uses, auto-oriented com- mercial businesses predominate today. Most of these exist as individual, free-stand- ing big boxes, or sets of small strip centers. some clusters of pro- fessional offices also occur and the Foothills Mall stands out as a distinct concentration 1-6 Fort Collins midtown plan public review draft Distinctive Character areas While Midtown is considered to be one large neighbor- hood, it has differences, in terms of use and character. The scale of the site and buildings of Foothills Mall cause it to stand out, for example, while the mid to south seg- ment is well known for its automobile dealerships. At present, however, these sub-areas are not well defined and are not widely understood by the public. In order to help users conceptualize the area in manage- able pieces, Midtown should be perceived as a series of sub-areas, each with a distinct identity. Three Char- acter Areas are identified, each with its own suggested “theme.” dividing the corridor into three segments helps to provide a sense of each sub-area being broader than just College Avenue, by extending each theme east and west to the limit of the Midtown boundaries. These themes should be expressed in streetscape elements in the public realm, as well as private sector areas. each theme should reflect some of the inherent features of these sub-areas, but it is important to understand that they are not literal, in terms of the uses they imply. They serve as a basis for imagery that can occur in wayfind- ing systems, and in promoting development and events in the sub-areas as well as in advertising. These should be defined, in part, by the concentrations of certain uses that may distinguish one area from another, as well as the general development patterns that are envisioned. Proximity to abutting neighborhoods, and especially the relationship to nearby MAX stations should also influence the perception of these sub-areas. Fi- nally, certain landscape and architectural design themes should define each individual sub-area. Midtown should develop with these three Character Areas: • Upper midtown - Gardens theme • Central midtown - arts and entertainment theme • lower midtown - technology theme CHARACTER AREAS MAP Midtown Fort Collins Implementation Plan MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE PROSPECT SPRING CREEK DRAKE 1. General Framework Concepts 1-7 public review draft Upper midtown - gardens as a theme This area covers the northernmost portion of Midtown. It contains a variety of lot sizes, some of which are relatively small, which provide a finer-grain of building sizes and accommodate smaller, specialized businesses. Pedestrian connections to abutting neighborhoods are important here and should be highlighted. This includes access to the demonstration gardens to the northeast, and on spring Creek, as well as CsU. Creekside park should be the anchoring public feature and should be enhanced to serve this purpose. Proximity to Spring park and the regional trail connections also should be highlighted. new plazas and gardens should be designed to feel more “natural,” especially ones that connect to or abut city parklands. developments that incorporate community gardens also should be encouraged. Spring Park offers a wonderful natural amenity and should be celebrated and used to connect to the regional trail system. Upper Midtown = Prospect Rd. to just north of Swallow Rd. Landscapes in Upper Midtown should be more “natural” rather than manicured. SWALLOW RD DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE PROSPECT SPRING CREEK DRAKE SWALLOW SPRING PARK CREEKSIDE PARK FLOWER TRIAL GARDEN U.S. FORESTRY SERVICE FOOTHILLS MALL FORT COLLINS YOUTH ACTIVITY CO. DIVISION OF WILDLIFE Legend Midtown Plan Area (darker aerial area) Character Area Boundary MAX Guideway MAX Station College Avenue Corridor 1-8 Fort Collins midtown plan public review draft central midtown - arts as a theme Central Midtown lies in the middle of the corridor, be- tween swallow road and bockman drive. An enhanced Foothills mall will be an anchoring component, framed with other improved blocks on both the east and west sides of College Avenue. Arts and entertainment should be a theme, in terms of use and design. public art, in outdoor plazas and courtyards, as well as at key intersec- tions would highlight this theme. A major urban plaza should be located in this area to serve as a focal point for events and activities, as well as for informal year- round enjoyment. Public art already appears in Midtown, and it should continue to be promoted throughout the area, and especially in Central Midtown. Central Midtown = north of Swallow Rd. to Bockman Drive. Interactive games, like life-size chess pieces can serve as art- work and usable “furniture”. Iconic sculptures in plazas can bring identity to Central Midtown and celebrate “the arts”. MONROE SWALLOW RD HORSETOOTH RD MANHATTAN AVE LANDINGS DR DRAKE RD COLUMBIA RD COLLEGE AVE SPRING CREEK DRAKE SWALLOW HORSETOOTH U.S. FORESTRY SERVICE FOOTHILLS MALL MIDTOWN BOOMER ARTS CENTER MUSIC CO. FORT COLLINS YOUTH ACTIVITY BEST BUY INSTITUTE OF BUSINESS & MEDICAL CAREERS MONROE SWALLOW RD HORSETOOTH RD MANHATTAN AVE LANDINGS DR DRAKE RD COLUMBIA RD COLLEGE AVE 1. General Framework Concepts 1-9 public review draft lower midtown - technologY as a theme The lower, or southern portion of Midtown, between bockman drive and Fairway Lane is already an energetic place with a variety of big box retail, professional office clusters and smaller commercial buildings which serve regional customers. some of these buildings are well suited for research and development, or as incubator spaces for emerging new businesses, as there are several technology businesses and research and development firms nearby. For this reason, an emphasis on technol- ogy could give an identity to this portion of the corridor. Designs that convey innovation in building systems and materials should be encouraged. A new public amenity should be considered for this area to provide a focal point. one opportunity to consider is the land adjacent to the MAX station at the south College Transit Center. Lower Midtown = Bockman Drive to Fairway Lane Buildings may have a more “tectonic” feel to them in Lower Midtown. Buildings with “flex” space al- low the use to change over time, while continuously activating the area with daytime workers. CHARACTER AREAS MAP Midtown Fort Collins Implementation Plan MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR COLLEGE AVE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER FOOTHILLS MALL MIDTOWN BOOMER ARTS CENTER MUSIC CO. FORT COLLINS YOUTH ACTIVITY COLLEGE AMERICA CAR DEALERSHIPS BEST BUY INSTITUTE OF BUSINESS & MEDICAL CAREERS 1-10 Fort Collins midtown plan public review draft excellence in Design Midtown should be known for excellence in design. This in turn will convey a sense of a high quality of life, and in the goods, services and activities that occur there. Im- provements in Midtown, including buildings, landscapes, and site design should be of high quality. A wide variety of designs that express creativity should be welcomed, but they should do so using a consistent palette of ma- terials that help to establish a sense of visual continuity for the area. buildings should use materials that are durable and well detailed. Masonry, in the form of stone, brick and stucco, should be encouraged and should be detailed to provide a human scale and convey a sense of permanence. buildings should be “urban” in nature, with active street edges and a generous amount of transparency at the ground level to invite passersby. Landscapes should include a palette that is rich, distinc- tive and coordinated. high quality plants and materi- als should be used and creativity in landscape is also encouraged to contribute to a sense of identity. In the public realm, some landscape materials should be used consistently throughout Midtown, while others should vary, to distinguish each character area. Private realm landscapes should focus on enhancing the pedestrian experience. Plazas and courtyards should offer shady places for people to gather and a place to rest and experience the natural environment, while also serving abutting uses. site design should also be well thought out. each site should consider its surroundings and respond appro- priately to the context around it. buildings should face onto major streets and entrances should be accented and easily accessible. Parking should be masked by build- ings or landscape and should be internal to the blocks. Connections should be provided through large blocks to allow for easier pedestrian access and circulation. Current design At present, the quality of design in Midtown is mixed. some build- ings and landscapes convey a sense of permanence, and with a high quality of de- sign that speaks of today. other designs are dated, or are ge- neric in character, with no distinct association with Midtown. While some recent improve- ments signal an inter- est in “raising the bar,” the overall character is nondescript. New buildings should convey a sense of permanence with its 1. General Framework Concepts 1-11 public review draft active parks and open Space As shown on the Framework Plan (see page 1-3), a key concept is to establish three main civic spaces (orange asterisks) - one in each character area. Although loca- tions are diagrammatic and could change, it is envisioned that Creekside park would become the main civic fo- cus in Upper Midtown; a new large civic plaza would be built somewhere near, but south of swallow station to connect to and draw from Foothills Mall in Central Midtown; and finally, a large civic space is envisioned adjacent to south Transit Center in Lower Midtown. A series of publicly accessible, smaller outdoor spaces are also distributed throughout Midtown (blue dots). Many of these should be provided as part of privately-developed projects, perhaps with special incentives. These would serve individual properties as outdoor use areas, such as for dining and outdoor displays, as well as sitting ar- eas and passive parks. These plazas and open spaces would be linked together by sidewalks, internal paths and walkways. Plazas and courtyards allow for areas of “discovery” and respite. Outdoor seating in a warm, sunny place will draw people in year- round. 1-12 Fort Collins midtown plan public review draft Interconnected multi-modal Circulation The new emphasis for circulation is multi-modal, where all conventional and “alternative” modes are accommo- dated in a safe and attractive environment. Pedestrians and bicyclists should feel comfortable moving around Midtown and the infrastructure should support them. Another major aspect to improved circulation is pro- moting use of maX by allowing better circulation and visibility to stations. Access and circulation should be supported into Mid- town from adjacent neighborhoods, as well as through it. Internal circulation options should be improved to relieve traffic volumes on College Avenue and to invite use by pedestrians and bicyclists. In some places, these may be public streets (such as a portion of Mason street that already exists). In other places, they may be private street-like drives, which would be accomplished with cross-property easements or other right-of-way agree- ments among property owners. And in other locations, they may simply be enhanced lanes that serve individual parking lots or mid-block pedestrian passages. In all cases, continuity of circulation should be the focus. This network will evolve incrementally, as properties re- develop, or as property owners make improvements to parking and internal circulation systems. The concept is illustrated diagrammatically on the Framework Map (page 1-3). Pedestrian infrastructure in Mid- town exists, but is not clearly delineated from auto traffic, thus making if feel uncomfortable. Existing intersections are very long and hard for the elderly and people with disabilities to cross in the given amount of time. existing Conditions At present, automo- biles dominate cir- culation in Midtown, and land development patterns are strongly influenced by auto ac- cess and parking. Pe- destrian and bicycle circulation systems are fragmented. however, the new MAX system will alter this dynamic, creating opportuni- ties for neighborhoods that are pedestrian- oriented and inviting to bicyclists. 1. General Framework Concepts 1-13 public review draft The frontage road, if designed with proper connections, can help facilitate north-south move- ment along the corridor. In some locations, providing a multimodal street is not feasible or desirable, in which case a multi-use path could work in- stead. north-soUth internal circUlation To the extent feasible, internal streets or street-like drives should be developed that run parallel to College Avenue, but provide access between properties at a slower, calmer pace than on College and that is inviting to business and residential uses. on the east side of College, this may be a combination of some short internal streets which connect to a series of internal street-like drives within abutting parking lots. east-west internal circUlation A similar concept should be pursued for internal east- west connections. In some cases, this can be achieved by improving existing streets or private drives to ac- commodate autos, pedestrians and bicyclists. In other places, new drives would be constructed, as properties redevelop. In still other locations, where auto access may not be feasible or desired, these east-west routes may simply be enhanced walkways, and may include cycle tracks as well. Many of these would connect to access points for MAX stations and would also connect the series of privately developed plazas and courtyards that would emerge along the corridor as properties redevelop. In a few places, these east-west connections would cross College Avenue, often at (improved) signalized intersec- tions or potentially at an underpass. Internal circulators need not be auto-oriented. Where possible, allow for pedestrian and bike connections. 1-14 Fort Collins midtown plan public review draft a grand promenade Finally, a key circulation concept is to develop a “grand promenade” along the western edge of the Midtown area, abutting the MAX line. This would be constructed to ac- commodate bikes and pedestrians, with the anticipation that in the future many properties would orient to the tran- sit line. From spring Creek station south to horsetooth station, the promenade is envisioned as an elaborate space, with high quality materials and a double row of trees as a buffer between McClelland street/MAX line and the pedestrian/bike realm. south of horsetooth sta- tion, the promenade could be less robust, and perhaps could exist as an extra-wide sidewalk, but the majority of pedestrian and bicycle traffic would be encouraged to transition over to Mason street at this point. The prom- enade would be an enhanced landscape feature, with op- portunity for customized designs that may be generated as part of public art programs. The promenade would be implemented incrementally as redevelopment occurs. some courtyards and gardens would open onto the promenade, often in association with multi-family apart- ments and townhouses. In this way, the promenade would stimulate new development and adaptive reuse projects that will occur in response to the MAX line. Deciduous trees that show dif- ferent seasons (flower in spring or have vibrant fall colors) should be used to give a sense of identity and uniqueness to the promenade. Allowing for multiple modes of travel will activate the prom- enade and MAX line. Special paving in areas of the promenade would make it stand out as a unique place. The long-term vision for the promenade includes an extra-wide multi- use path with new land uses fronting onto it and the MAX line. The new uses would provide “eyes on the promenade” to keep it safe for transit users. 1. General Framework Concepts 1-15 public review draft Existing “gateway” is not cur- rently understood as such. Inviting Streetscapes At present, the quality of the streetscape is marginal and inconsistent. Intersection designs and wayfinding information do not exist. A single enhanced “gateway” to Midtown exists at the intersection of College Avenue and harmony road as well as enhanced landscaping. however, while the intersection is highlighted, nothing suggests that this is an entry point into Midtown. A de facto gateway exists at the northern boundary of Mid- town, at the intersection of College Avenue and Prospect, but no design elements identify it as such. elsewhere within Midtown, several key intersections exist where travelers would benefit from information that would iden- tify Midtown in general or, at a minimum, the individual Character Areas within it. Conventionally, gateways and key intersections are con- sidered to be single points that travelers pass through. however, in the case of Midtown, and with the advent of the MAX system, this concept should be adapted to include major east-west street intersections at College Avenue and at the associated MAX stations. This concept is illustrated with a “dumbbell” symbol on the Framework Map (page 1-3). These intersection designs should key off of the design themes for the individual MAX stations and express the themes established for the respective Character Areas. They also should include essential wayfinding information, tailored to the context and the different modes of travel. new streetscape and wayfinding designs should relate to those recently established at the harmony road/ College Avenue intersection but they also should be distinctly “midtown.” That is, they may use some of the same materials, but reinterpret them to identify the Midtown area. This should include a “kit of parts,” such as benches, waste receptacles and planters that may be combined to create a grouping to define a small park or an expanded sidewalk at a street crossing. other, more substantial streetscape elements should be used to give identity to the corridor as a whole. Streetscapes should be inviting and made to last. New planters on Harmony Road. 1-16 Fort Collins midtown plan public review draft sUMMArY PoInTs framework concepts • Midtown will be a vital neighborhood with a mix of uses and activities that serve a broad spectrum of the community. It will have a distinct identity that distin- guishes it from other parts of the city and should be a destination in its own right. • key objectives are listed to further expand on how to achieve the vision for Midtown. They are: • a Sustainable neighborhood • Vibrant mix of Uses • Distinctive Character areas • excellence in Design • active parks and open Space • Interconnected multi-modal Circulation • Inviting Streetscapes • Streets will be inviting to pedestrians and bicy- clists. • public art and civic facilities will be located through- out the area and serve as identifiers for the sub-areas. • Midtown will be an urban neighborhood. • Midtown will be an economic generator for the city. • Midtown’s amenities and services will serve abut- ting residential neighborhoods and be conveniently 2. Creating a Climate for Investment 2-1 public review draft The framework concepts set forth in Chapter 1 set a bold vision for Midtown, which will be achieved by collabo- ration of the public and private sectors of the com- munity. This includes refining some of the tools that the city already has that support economic development, and establishing some new ones that will expand the options for implementing the Plan. The Midtown Plan provides a critical opportunity to cre- ate a fresh vision for the corridor that encourages in- vestment, redevelopment and ultimately revitalization of this important area. To achieve this, several things must occur in tandem with any investments in the physical infrastructure and design of the corridor. The primary objectives of this chapter are: • Promote Midown’s Vision and competitive advan- tage in order to compete with the rest of Fort Collins. • Engage the private sector to allow existing property and business owners to reflect their interests and participate in a meaningful way. • Incentivize new investment and enact policies to guide development to help set forth a clear strategy for implementation that aligns with the vision of this Plan. These key actions are described briefly in this chapter. More detail is provided in Chapter 8. These actions are inspired by the city’s approach to economic health that focuses on “create,” “catalyze,” and “enhance.” While acknowledging the impor- tance of the past, Midtown needs a fresh vision to encourage rede- velopment and revitalization of this important area. 2 - CrEatIng a ClIMatE for InVEstMEnt 2-2 fort Collins Midtown Plan public review draft PROMOTE MIDTOWN’S VISION Midtown was once a very vibrant and valid place in a for- mer economy. However, it no longer represents vibrancy, nor buyer preferences. Development is car-oriented and mostly big-box retail focused. Changes in the economic environment have left many of these large facilities now outdated or outmoded. The area has little single-site mixed-use development, entertainment, multifamily resi- dential, or major employment uses, making it a narrowly focused neighborhood both physically and economically. The good news is that market studies make a clear case for development potential in Midtown. Looking at leak- age numbers, development gaps, and vacancy rates indicates that Midtown must “find its place” in this new economy. Promoting the vision for Midtown, as set forth in this Plan will help Midtown do this. Midtown should be promoted as a sustainable, mixed use neighbor- hood that is pedestrian and bike-friendly, adjacent to a state-of-the-art new transit system and has a distinct identity with great architecture and public open space. There is a growing and thriving population that falls in Midtown’s trade area. The City of Fort Collins is grow- ing, as are areas surrounding it. That means more people shopping, more businesses opening, and more housing that is needed. Numbers show a significant demand and potential for the following uses to support both existing and new populations: • A more substantial regional retail hub • Commercial business and employment opportuni- ties • Urban residential uses, and • neighborhood services Stakeholder outreach identified consistency around the idea of Midtown as a reinvigorated neighborhood - a dense, mixed-use, vibrant district that offers an alter- native to downtown. The urban neighborhood, with of- ferings and opportunities would speak to consumers in their 30s, 40s and beyond. “We used to be the place where fami- lies would drive from around the region to spend a weekend get- ting all their shopping done. They’d come to Midtown on a Friday and check into a lo- cal hotel, and leave on a Sunday with a new car, new clothes, home goods and other things, having left behind sub- stantial revenue in our district.” - Midtown Stakeholder Farmer’s Markets are a popular, temporary urban service for resi- 2. Creating a Climate for Investment 2-3 public review draft Substantial opportunity exists, and Midtown is well po- sitioned to capitalize on it. Midtown should build on the clear opportunities: • Regional retail, with a local twist: Midtown cur- rently accounts for 40% of total retail sales in the City (much from the auto dealers) and 38% of the 10.2M square feet of retail in Ft. Collins. Total retail sales have continued to grow over the past five years, even despite tough economic times. In addition, thousands of residents (and workers) live within walking distance to the corridor and 60% of the jobs in Fort Collins are located within a mile of each side of College Av- enue, particularly in the service sector. This proximity means major buying power if the offer is right. And importantly, the mall redevelopment – in the heart of Midtown – serves as a major retail catalyst. • Housing hub: With residential vacancy rates below 4% in the city, there is high demand for new devel- opment. Midtown provides ample opportunity for more dense residential development, which is some- thing existing stakeholders said they would support. Beyond multi-story/multi-unit development, stake- holders mentioned a desire to see more townhome/ brownstone type development integrated into retail/ commercial uses. As these developments occur, they will drive neighborhood supporting uses – including businesses, parks, open space and entertainment. • Job center: Business development is on the rise, par- ticularly in the small-to-mid-size business category. Many times, it is these business types that struggle to find a home. Creation of dynamic flex space that could serve such uses could serve Midtown well now and into the future. As businesses succeed and grow, efforts could be made to provide places in Midtown so they can remain in the neighborhood. • Enliven: There is general consistency among stake- holders that Midtown should become a vibrant and thriving district with the addition of more culture, arts, activity and open spaces. “It used to be we could get good stuff in Mid- town, but slowly those stores left and discount chains came. Today, I don’t even bother go- ing there – when I need something important, I just get in my car and drive south to Denver. But I’d much rather get those things here.” - Midtown Stakeholder Continue to encourage develop- ment such as El Monte, which is visually appealing and serves a variety of customer needs. 2-4 fort Collins Midtown Plan public review draft ENgAgE THE PRIVATE SECTOR Among the biggest challenges to implementing the Mid- town Plan is addressing and improving the relationship between the Midtown stakeholders and the City of Fort Collins. There are two existing private sector groups that are actively collaborating to address business needs on the corridor today. These include the south fort Collins Business association (SFCBA) and the auto Dealers association. While not representative of every stake- holder in the district, they represent strong private sector interest in revitalizing Midtown. The recommendations in this Plan aim to engage, support and build on the invest- ment of these and other existing property and business owners by reflecting their interests, and giving them a meaningful way to participate in its implementation. For effective engagement, the following must happen: • The public and private sectors must generally agree on the vision for the area, and the key elements nec- essary to achieve it. • The public and private sectors must work together to develop tools to help encourage, incentivize and support investment and business development. • The public and private sectors must set clearly de- fined roles and responsibilities in order to make revitalization happen, and each will need to develop new tools to allow them to participate – together – in Auto Dealers Association are a private sector group that are actively collaborating with the City to address business needs in the corridor. 2. Creating a Climate for Investment 2-5 public review draft driving change in Midtown to meet the unified vision. INCENTIVIzE NEW INVESTMENT AND ENACT POLICIES TO guIDE NEW DEVELOPMENT Critically important to advancing this Plan – and to en- couraging, incentivizing and proactively planning for redevelopment, is an economic development toolbox that can generate resources and support from both the public and private sectors to advance change. To date, only tax increment financing (TIF) funds from the urban Renewal Authority (uRA) have been utilized to help incen- tivize new projects. The City of Fort Collins has very little in the way of innovative incentive packages, programs and policies to push and direct development, and there is currently no organized private sector investment oc- curring to help manage the direction of Midtown. Potential Financial Tools continue to use tax increment financing Tax increment financing (TIF) is the public financing tool that is used for subsidizing redevelopment, infrastruc- ture, and other community-improvement projects in the uRA. The Midtown urban Renewal Area and Prospect South TIF District was established in September 2011 and has already helped spur one student housing proj- ect, the Summit on College, at Prospect and College and will potentially help fund the new redevelopment at the Foothills Mall. So, TIF districts are not new to Fort Collins and are proving to be successful and therefore, should continue to be used. One TIF District already exists, Prospect South, and another one is proposed for the Foothills Mall redevelopment. 2-6 fort Collins Midtown Plan public review draft create a Business improvement District (BiD) BIDs are financing and place management tools that allow property owners within a defined area to collec- tively fund enhanced services or improvements within a district’s boundaries via an additional tax or fee. Yearly operating budgets of BIDs can range from a few thousand dollars to tens of millions of dollars. Stakeholders in the Midtown area expressed a strong interest in getting involved to help finance improvements in the district through a BID. In fact, the SFCBA has already noted this on their radar. A BID is highly recom- mended as a tool to help give property owners a vehicle through which to invest and take ownership of the mar- keting and overall management of the Midtown area. In Chapter 8 of this Plan, we identify how best a BID fits into the big picture and what types of things a BID may support, though the ultimate determination of the use of BID funds would be left to the property and business owners to determine in the BID creation process. explore a community Development corpora- tion (cDc) Community Development Corporations are not-for-profit entities that allow for multiple investors to participate in acquiring sites, preparing them for redevelopment, and even in some cases, developing properties in challenging areas such as Midtown. CDC funds can also be utilized to help incentivize business creation. They are effective in managing tough redevelopment projects by allowing land acquisition, assemblage, environmental remedia- tion, etc. to occur by the CDC and then marketing the land back to the private sector for redevelopment, thus creating a return on the investment. CDC’s are growing increasingly common in this economic time where financ- ing big projects can be tough. Among the benefits of CDCs is their 501c3 tax-exempt organizational status, meaning the public sector can easily contribute and that grant dollars are easier to access. Creating a BID There are 4 steps to cre- ating a BID. They are as follows: 1) Local business and/ or property owners in the area work together to create a BID. 2) They develop a man- agement plan to identify services, assessment rates, and budgets as well as other opera- tional details. 3) A petition or formal vote determines that the majority of business and/or property owners want a BID. 4) Legal creation and establishment of the 2. Creating a Climate for Investment 2-7 public review draft Policies and Regulations Incentives are incredibly important tools to help move revitalization forward in challenged areas. Such “carrots” come in the form of incentives, programs, and tools that make it easier for development to happen and for busi- ness to open. These should also be balanced with “the sticks”, or regulations, to ensure that incentives are di- rected towards achieving the desired vision for the area. incentives to consiDer Property tax abatements (for residential) Many revitalizing districts have successfully utilized property tax abatements to jumpstart an economic turn- around. These abatements can be targeted and time- limited, but are often enough to catalyze the first few projects and get them out of the ground. Such abate- ments have most commonly been utilized in recent years to encourage residential development. Access to quality, affordable and market-rate housing is needed in Fort Col- lins and Midtown has been identified as an opportunity area for this to occur. Downtown Fargo’s Renaissance zone program, for example, gave 5-year property tax abatements on residential development which jumpstart- ed an economic turnaround and quickly reinvigorated the downtown area helping to bring thousands of new residents to the historic core. Such programs work for residential in particular – even in a TIF area – because the overall impact to the TIF is generally small but the incen- tive is tremendous for residents looking to buy homes. Expedited Permitting and Waived Development fees For new development within Midtown that meets the vision for the area, the City could explore waiving any development or permitting fees and fastracking the de- velopment review process. These policies could be in place for both development and businesses, setting the tone that this is indeed a business-friendly environment and development and growth are supported. CDC Resource Allocations: CDC’s most commonly direct resources to- ward: 1) Tackling develop- ment or redevelopment projects that are too difficult or costly for the private sector to under- take alone. 2) Providing incentives for businesses and re- tailers/restaurants to locate in the business district. 3) Devleoping residen- tial projects that are otherwise difficult to do. 2-8 fort Collins Midtown Plan public review draft Business recruitment/retention Successful districts often get there because of very fo- cused assistance in the realm of business recruitment and retention. Targeted recruitment efforts, in particular, can pay off when paired with some of the other incentives and programs highlighted here. This work, to succeed in the Midtown area, may need to be done through a public/private sector partnership, where the City takes a role in larger business/job/employer recruitment, and the SFCBA, new BID, or other private sector group gets involved in smaller business recruitment as well as re- tention work. This work need not be just retail focused. There is a real opportunity here to encourage an “innova- tion economy” through targeted job creation efforts and encouragement of entrepreneurs – both of which would help fill Midtown with buzz and economic activity. revolving loan/grant fund Establishing a pool of funds that can be utilized by inves- tors in the study area to meet the goals defined in the plan would be a relatively quick and effective method of generating new investment in Midtown. Many communi- ties set aside a pool of funds for independent businesses and property owners to utilize for projects on which they may not otherwise be able to get a bank loan (and may not have the capital on hand to do themselves). Allow- able items to qualify for funding might include: • Façade/shopfront improvement program, including funds to cover paint, windows, lighting and overall enhancements (also consider money for design ser- vices). • Signage improvements. • Additions or enhancements to a property. • Necessary interior improvements, such as upgrading old buildings. Typically, these are small loans/grants (e.g. under $50,000) and the projects must go through formal ap- provals and design review before the funds are awarded. grants are usually awarded only on some matching basis (i.e. for a $25,000 project the owner must front half the cost, and the fund would grant the match) while Storefront Improvement Program (SIP) Fort Collins currently utilizes a SIP to en- courage voluntary re- habilitation of commer- cial buildings, improve- ments and conditions within the North Col- lege uRA by offering financial assistance to property owners and/ or business tenants seeking to renovate or restore their commer- cial storefronts and/or building facades. Ap- 2. Creating a Climate for Investment 2-9 public review draft loans are usually given at low-interest with longer-term repayment options. Some communities establish forgiv- able loans for business that, for example, stay in busi- ness in the location for 3-5 years. To advance the development and use of these programs, incentives and tools, the community should consider establishing a public/private sector task force to work together to ensure that the tools established are meaningful and strategic. regulations to consiDer Zoning Making sure the zoning code for this area allows the type of mixed-use, dense, urban development this Plan proposes, is essential. Also, because it is located along a mass transit corridor, parking ratios may need to be updated to support more compact development. This is often done in the form of an “overlay zone”. (More lan- guage is forthcoming.) Design/signage guidelines The guidelines may be general but any funding or incen- tive (e.g. the carrot) should be tied to them. This should/ could include density, general look and feel of building, materials, etc. Signage guidelines also are important to coordinate, and with the advent of the MAX line, need to address the western edges of properties that face onto it. Buildings such as this could make use of a Storefront Im- provement Program or Revolving Loan/Grant Fund. Do not encourage auto-oriented uses that do not contribute to the public realm and larger public good. 2-10 fort Collins Midtown Plan public review draft SuMMARY POINTS climate for investment • Establish a clear vision and position for the Midtown corridor and set up a market that is unique and dif- ferentiated. 1) regional retail: Midtown accounts for 40% of retail sales, thousands of residents live within walking distance, plus 60% of jobs within 1 mile of College - this means major buying power. 2) Housing Hub: High demand for residential development and Midtown provides ample op- portunity for dense residential. 3) Job Center: Create dynamic flex space to serve businesses. • Engage the private sector to allow existing property and business owners to reflect their interests and participate in a meaningful way. 1) Public and private sectors must generally agree on the vision and steps necessary to implement it. 2) Private and public sectors must work together to develop tools that encourage, incentivize, and support investment and business development. 3) Public and private sectors must set clearly defined roles and responsibilities to make revi- talization happen. • Incentivize new investment and enact policies to guide development to help set forth a clear strategy for implementation that aligns with the Plan’s vision. 1) Create a Business Improvement District (BID) 2) Explore a Community Development Corpora- tion (CDC) 3) Explore property tax abatements for residential. 4) Explore a Revolving Loan Fund 5) Targeted business recruitment and retention; include other “innovation economy” businesses. 6) Consider zoning changes, e.g. parking ratios. 7) Consider design/signage guidelines. 8) Create a public/private sector task force to work together to ensure the tools established are meaningful and strategic. Action Items 3. Mobility and Access 3-1 public review draft As the MAX system is implemented, higher intensity, mixed use redevelopment will be focused throughout Midtown. This Plan provides guidance for “setting the stage” for this type of redevelopment to occur. The area demands better circulation and a more fine-grained net- work that is inviting to pedestrians and bicyclists. Also, because transit is the stimulus to such development, it is imperative that mindful connections are made to both existing and planned transit services. And inherently, with higher intensities comes the demand for more park- ing. Creative, urban, and context-sensitive approaches to parking must be established in order to support these desired uses and intensities. This primary objectives of this chapter are: • Where feasible, work within the existing curb-to-curb dimensions to provide realistic and quickly imple- mentable solutions for improved circulation in the project area. • Create a safe and attractive multi-modal environ- ment to encourage walking and biking to the area. • Support the planned uses within Midtown by offering more urban and transit-oriented parking solutions. Existing frontage roads provide opportunities for pedestrian and bike improvements without inflicting major change to the na- ture of College Avenue through- out the corridor. Improving upon existing Mid- town alternative mode circula- tion will be key to the long-term success of the neighborhood and surrounding areas. 3 - Mobility And Access 3-2 Fort collins Midtown Plan public review draft IMProved CIrCulATIon Improving existing circulation patterns within Midtown will help lead to its success as a vibrant, transit-served, multi-modal and mixed use neighborhood. Major con- cepts for improving circulation in the project area include: • transform college Avenue into a multi-modal cor- ridor that is inviting to pedestrians and bicyclists, but still functions as a major vehicular arterial for Fort Collins and the region. new buildings will frame the street rather than being set back from it and parking will be moved internal to the blocks. Access along Colorado will be consolidated to provide for a safer, more pedestrian-friendly and urban environment. Frontage roads will be maintained, but improved to help facilitate multi-modal circulation within Midtown. • improve access to MAX throughout Midtown. A key focus of this Plan is to enhance the experience of MAX to boost ridership and encourage riders to live, work and play in Midtown. vehicular, pedestrian and bike access to MAX stations is a main priority of this Plan and the improved circulation concepts. Cross- ing College Avenue from the east, in order to get to MAX, is an existing obstacle that will need to be ad- dressed. Priority crossing locations are pointed out in the Multi-Modal Map on page 3-16. • implement a “pedestrian promenade” along the east side of the MAX line and encourage new uses to front onto it to help activate and protect the area. There are also opportunities for existing buildings to be retrofitted to “open up” onto MAX, by creat- ing double entry buildings. At the very least, it is encouraged that existing buildings spruce up their facades to give visual appeal to the area and for pe- destrians using the promenade. The main section of the promenade is envisioned between Spring Creek Station and Horsetooth Station with a double tree row landscaped buffer next to MAX with a wide multi-use path adjacent to it and buildings fronting onto it (set back at least 10’ to allow for proper transition). 3. Mobility and Access 3-3 public review draft CONNECTI Midtown Fort Collins MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE Colorado Division of Wildlife Youth Activity Center Main Post Office CSU Veterinary School RUTGERS ST PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE Colorado Division of 3-4 Fort collins Midtown Plan public review draft Proposed Complete Street Sections This section of Chapter 3 presents various cross-sec- tions for each of the roadway types in the study area. The tables and cross-section descriptions on the following pages correlate with the Circulation Map on page 3-3. There are four main concepts for street improvements in the study area: 1) Work within existing curb to curb dimensions to include comfortable bike lanes and on-street park- ing (where land use warrants), in addition to travel lanes. In this ideal condition, the public realm out- side of the curbs would include a generous tree row (either in a landscaped lawn or tree grates) adjacent to the curb and sidewalks adjacent to the buildings. Currently, many sidewalks are attached to the curb, which is unsafe and unpleasant for pedestrians. The new public realm could be phased as new develop- ment occurs and existing significant trees should be saved, where possible. Also note that the proposed dimensions are “ideal” scenarios and could be ma- nipulated, within reason, to accommodate the same vision in a narrower condition. For example, if an existing street’s curb-to-curb dimension is 52’ wide and the ideal condition is 54’, bike lanes could be 7’ wide instead of 8’. Another condition may warrant the need for bicycles, but not necessarily on-street parking, or even parking on just one side of the street to make the vision work, and this is completely ac- ceptable. Quick Wins: Working within existing curb-to-curb dimen- sions will save the City time and money and allow work to begin immediately, mainly with restriping, raising planted medians and adding streetscape el- ements. outside of the curbs, ideal public realm scenarios are envisioned (i.e. wide, detached sidewalks), which sometimes sug- gests acquiring ad- ditionsal roW. It is important to note that all dimensions are sug- gestions and could be modified in different scenarios to work with- in existing conditions until redevelopment occurs. On-street parking and trees pro- tect pedestrians. 3. Mobility and Access 3-5 public review draft 2) When it is not feasible to add bike lanes and on- street parking within the existing curb-to-curb dimen- sion, then exploring a “cycle track” or protected bike lane, adjacent to the sidewalk is ideal. This will depend on building placement and roW/property lines and would require cooperation on, at minimum, a block scale (as opposed to individual lots), as it is necessary to have a continuous, fluid pathway for bi- cyclists to travel. This option may be more appealing, as many novice bicyclists feel safer in an off-street condition, which could potentially raise the number of people that choose to travel the neighborhood via bicycles. There are street sections pro- posed that would provide pri- vate, street-like drives for prop- erties with large parking areas. These would improve cross- property connections. 3) The current layout of Midtown, as discussed previ- ously, is of suburban nature with large setbacks and parking lots between the major streets and the busi- nesses. In order to facilitate better connectivity and circulation throughout Midtown, a short-term option could be to convert existing travel lanes within parking lots into “street-like private drives”. This street section would allow two travel lanes and bike lanes (or sharrows) in between the curbs and tree rows and sidewalks adjacent to new and existing buildings. Again, the dimensions could be adjusted to fit unique scenarios. When the curb-to-curb dimen- sion doesn’t allow on-street bike lanes, explore implementation of “cycle tracks” instead. 3-6 Fort collins Midtown Plan public review draft STREET SECTION PROP. CSS PROP. CTC ELEMENTS INSIDE CURBS ELEMENTS OUTSIDE CURBS PROJECT AREA STREETS EXIST. ROW EXIST. CTC A 140’ 90’ * 6 travel lanes * Center Turn ln. * landscaped Buffer * Cycle Track * Sidewalk College Ave. (north of rutgers) (South of Horsetooth) 100’ - 120’ 100’ - 120’ 83’ - 90’ 86’ - 90’ B 150’ or 160’ 120’ * 6 travel lanes * Center Turn ln. * SB rt. Turn ln. * landscaped Buffer (east) * 2 Frontage road lanes (east) * landscaped Buffer * Cycle Track * Sidewalk College Ave. (rutgers to Thunder- bird) 130’ 130’ (incl. east frontage rd. and cont. SB rt. turn ln.) C 205’ 180’ * 6 travel lanes * Center Turn ln. * landscaped Buffer 3. Mobility and Access 3-7 public review draft A vision for College Avenue: These street sections recommend enhance- ments for pedestrians and bicyclists along College while working generally within the framework of exist- ing street widths. The community may wish to consider a “bolder” vision that would trans- form Colorado into a “Grand Boulevard” which would require further discussion/ac- tion. Cross-seCtion a Cross-section A exists north of rutgers and south of Horsetooth. Current curb to curb dimensions would be kept in these locations, but roW would be added on either side to accommodate a cycle track and wider sidewalk. Although additional roW is needed to accom- modate the alternative mode improvements, most build- ings are set back far enough to allow them to stay. If a building encroaches into the proposed roW, the decision could be made to modify the dimensions to make it work within existing conditions or be removed. Cross-seCtion b Cross-section B exists from rutgers to Thunderbird. An existing frontage road occurs on the east side of the street with mostly residential uses along it and will not change. The west side of the street is commercially fo- cused, but lacks pedestrian and bike infrastructure. Two options are provided for the west side and each option proposes to take over the continuous south-bound right turn lane in order to expand the pedestrian realm. One option for the frontage road includes two travel lanes and on-street parking. Bikes would share the street with cars in this scenario. 3-8 Fort collins Midtown Plan public review draft An enhanced Frontage Road can provide on-street parking, pro- tected bike lanes or sharrows. These are several design alterna- tives to be considered. Cross-seCtion C Cross-section C exists from Thunderbird to Swallow where frontage roads exist on both sides of College. The existing curb to curb dimension (from back of frontage curb to back of frontage curb) is the same as the roW, meaning that sidewalks are currently on private property. on the east side, multiple office buildings are located 10’ from the curb and for that reason, the east side will remain as is. The west side is more flexible and two options for that condition exist: one that keeps the frontage road as is and has a 12’ sidewalk, or one that narrows the front- age road to create a wider sidewalk. In each condition bikes would share the roadway with autos. Cross-seCtion d Cross-section d exists from Swallow to Horsetooth and includes the Foothills Mall area. The same two options as section C are proposed for the west side while the east side recommends an expanded roW that includes a generous landscaped buffer, a cycle track, and a large sidewalk adjacent to new buildings. A large landscaped buffer separates the cycle track from College Avenue and a small landscaped amenity zone separates pedestrian traffic from bicyclists. 3. Mobility and Access 3-9 public review draft Cross-seCtion e Cross-section e is a traditional 4-lane arterial with a center turn lane and median. In some locations through- out Midtown, existing curb-to-curb dimensions are con- strained, such as at Prospect and Horsetooth (south of College). Here it may not be feasible to include an on- street bike lane, but a “cycle track” could justifiably fit within the existing roW. Some dimensions may need to be narrowed on a case-by-case basis to make it work. Cross-seCtion F Cross-section F is a similar cross-section, but with on- street bike lanes. The narrower median would sacrifice some greenspace in the middle of the road (there would be no median adjacent to any left turn lane and in the case of back-to-back left turns there would be no median at all in the road), but the wider sidewalk would improve pedestrian mobility, and encourage multi-modal access to the area while working within existing dimensions. 4-lane Arterials STREET SECTION PROP. CSS PROP. CTC ELEMENTS INSIDE CURBS ELEMENTS OUTSIDE CURBS PROJECT AREA STREETS EXIST. ROW EXIST. CTC e 117’ 67’ * 4 Travel lanes * 19’ Center Turn lane/raised land- scaped Median * 8’ landscaped Buffer * 8’ Cycle Track * 9’ Sidewalk Prospect Horsetooth (east of Col- lege) 60’ & 90’ 100’ 50’ 67’ F 117’ 78’ * 4 Travel lanes * 14’ Center Turn lane/raised land- scaped Median * 8’ Buffered Bike lanes * 10’ landscaped Buffer * 10’ Sidewalk drake Horsetooth 3-10 Fort collins Midtown Plan public review draft 2-lane Arterials STREET SECTION PROP. CSS PROP. CTC ELEMENTS INSIDE CURBS ELEMENTS OUTSIDE CURBS PROJECT AREA STREETS EXIST. ROW EXIST. CTC G 84’ 54’ * 2 Travel lanes * 8’ Buffered Bike lanes * on-Street Parking * 5’ Tree row * 10’ Sidewalk Mason Columbia W. Harvard Swallow Foothills Monroe (e. of College) Boardwalk new Streets 60’ 70’ 50’ 80’ 60’ & 100’ 80’ 65’ n/A 40’ 56’ 40’ 60’ 40’ & 60’ 60’ 48’ n/A H 84’ 64’ *2 Travel lanes * 14’ Turn lane/land- scaped Median * 6’ Bike lanes * on-Street Pkg. * 5’ Tree row * 5’ Sidewalk @ intersections I 72’ 36’ * 2 Travel lanes * 8’ Buffered 3. Mobility and Access 3-11 public review draft 2-lane Parkways STREET SECTION PROP. CSS PROP. CTC ELEMENTS INSIDE CURBS ELEMENTS OUTSIDE CURBS PROJECT AREA STREETS EXIST. ROW EXIST. CTC J 100’ 70’ * 2 Travel lanes * 14’ - 16’ Turn lane/landscaped Median * Buffered Bike lane or Cycle Track * on-Street Pkg. * 7’ Tree row * 7’ Sidewalk Troutman 100’ 70’ - 80’ Cross-section J is a one-time occurance along Troutman Parkway. It builds off the existing Troutman cross- section between Mason and College, with the landscaped median, and extends it to JFK, but removes one travel lane in each direction and adds a protected bike lane and on-street parking. An alternative option would be to move the parking adjacent to traffic and create a cycle track adjacent to the sidewalk for an even more protected option. Cross-seCtion J Cross-sections J is a “road diet” for Troutman Parkway, which varies in width from 70 to 80 feet curb to curb. The section is a 70-foot curb to curb width; for wider sections, the travel lanes would be widened to 12 feet and the median widened as needed so that the curb lines do not have to be adjusted. An alternate street section includes a cycle track inside the on-street parking area for a safer, more leisurely bike-friendly option. A “cycle track” option exists for cross-section J, or Trout- man Parkway, which creates a designated area for bikes that is protected by parked cars. 3 -12 Fort collins Midtown Plan public review draft STREET SECTION PROP. CSS PROP. CTC ELEMENTS INSIDE CURBS ELEMENTS OUTSIDE CURBS PROJECT AREA STREETS EXIST. ROW EXIST. CTC K 80’ 54’ * 2 Travel lanes * 14’ Turn lane/ landscaped Median * on-Street Pkg. * 7’ Tree row * 6’ Sidewalk Thunderbird and at intersec- tions as needed 60’ 50’ l 66’ 40’ * 2 Travel lanes * on-Street Pkg. * 7’ Tree row * 6’ Sidewalk Mitchell dr. Creger dr. Kensington 54’ 30’ 54’ 34’ 38’ 34’ 2-lane Collectors (no bike lanes) Cross-seCtions K and l Cross-section K and l are 2-lane Collectors with on- street parking and no bike lanes. These sections are in- tended for smaller, existing streets that do not necessar- ily provide excellent bike conditions and do not warrant a dedicated bike lane. Sharrows could be incorporated, if desired. Section K would work within Thunderbird’s existing 50’ CTC by narrowing the median/turn lane by 2 feet and making the parking lanes 8 feet each. Section l could be implemented elsewhere as needed, but then transition to section K at intersections if a left turn lane is needed. In all cases, pedestrians are accommodated in 6-foot sidewalks that are separated from the road by 7-foot tree lawns. Cross-sectios K and L are 2-Lane Collector roadways that mainly serve to improve connectivity east and west of College Avenue, but that are not significant bike connections, and therefore are the only cross- sections without on-street bike lanes. This street is similar to cross- 3. Mobility and Access 3-13 public review draft 2-lane Collectors (w/ bike lanes) STREET SECTION PROP. CSS PROP. CTC ELEMENTS INSIDE CURBS ELEMENTS OUTSIDE CURBS PROJECT AREA STREETS EXIST. ROW EXIST. CTC M 65’ 45’ * 2 Travel lanes * 7’ Bike lanes * on-Street Pkg. (one side only) * 5’ Tree row * 5’ Sidewalk Stuart (e. of College) 60’ 44’ n 70’ 45’ * 2 Travel lanes * 7’ Bike lanes * on-Street Pkg. (one side only) * 5’ Tree row * 10’ Sidewalk Johnson dr. 26’ 32’ Cross-seCtion M Cross-section M extends the bike lanes and one-sided on-street parking that exist east of remington on Stuart Street to College Avenue, instead of cutting them off at remington. This section widens the bike lanes and park- ing lanes by one foot over the current striping to the east, the space for which is obtained by narrowing the travel lanes 11 feet (versus 12.5 feet in the section to the east). Cross-seCtions n Cross-section n is for Johnson drive. Johnson currently functions as a local access street but in the future will serve as a connector to the MAX station. The current curb-to-curb width is 32 feet and includes parking on both sides of the street, which is likely to be too narrow for the projected increase in street activity once the area redevelops. The proposed 45-foot curb-to-curb section would remove parking from the park side of the street but add bike lanes in both directions to enhance the multi- modal connection to the MAX station, and additional roW width has been provided to better accommodate pedestrians on one side of the street. Cross-sections M and N are 2-Lane Collectors with bike lanes in both directions and on-street parking on only one side of the street. 3-14 Fort collins Midtown Plan public review draft MULTI-MODAL MAP Midtown Fort Collins Implementation Plan TH U O U U MONROE HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR Colorado Division of Wildlife Youth Activity Center Main Post Office CENTER AVE COLLEGE AVE SWALLOW RD DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CSU Veterinary School U U U U U Legend Midtown Plan Area (darker aerial area) Proposed Cycle Track Proposed Intersection Improvement Proposed Shared Facility (Sharrows along Frontage Rd.) or Cycle Track Existing Underpass Future Grade Separated Crossing Existing Multi-Use Path (MUP) Existing Bike Lane Existing Bike Route Proposed Short-Term Bike Lane Proposed Long-Term Bike Lane Character Area Boundary Points of Interest MAX Station TH Trailhead 3. Mobility and Access 3-15 public review draft The promenade is envisioned as a tool to help spur economic development along MAX, as well as provide a pleasant pedestrian route. In some locations, the prom- enade could be designed to be more passive, and have seating and parks/plazas along it. MAX Multi-Modal Improvements pedestrian proMenade The Promenade is envisioned as a grand public space which is inviting to pedestrians and bicyclists. Creat- ing a pleasant public realm adjacent to the MAX line will also encourage existing and new development to front onto MAX instead of turning its back on it, as would cur- rently be the case. The ideal cross-section includes a double-tree landscaped row adjacent to MAX with a wide multi-use path adjacent to new buildings. While this is the ideal scenario, in some locations with limited roW, like south of Horsetooth, it may be feasible to implement a narrower version to provide continuity. However, the multi-use path should be at least 10’ in width to accom- modate pedestrians and bicyclists. Continuous, designated biKe FaCilities Where gaps exist in the current system and where exist- ing curb-to-curb (CTC) and right-of-way (roW) dimen- sion is available, the concept for Midtown is to provide continuous designated on-street bike lanes, buffered bike lanes, or cycle tracks. Where land uses and available roW’s do not allow for these improvements, a combination of other facility types such as shared lane markings and bicycle route wayfind- ing signs can be used to provide a continuous system. Conventional bike lanes are striped to provide a designated area for bicycles. Buffered bike lanes provide a buffer (indicated by striping or different paving material) be- tween vehicles and bicycles. The ideal cross-section includes a 15’ landscaped area with a double row of trees adjacent to MAX and a 15’ multi-use path for bicylists and pedestrians adja- cent to new buildings. neW BldG. 3-16 Fort collins Midtown Plan public review draft iMproved interseCtions Intersections are another important piece of the pedes- trian and bicycle network that are critical to providing continuity and safety within a system, and if not designed properly, can act as an obstacle. Bicycle and pedestrian facilities should be clearly marked and carried not only up to the intersection, but through it. Intersections designed or retrofitted with bicycle facili- ties should reduce conflicts between vehicles and bicy- clists by increasing the level of visibility, predictability and awareness with other road users. Concepts being explored that provide safer intersections for pedestrians and bicyclists include elements such as signage, pave- ment markings, medians, signal detection, green paint and potentially innovative features such as “bike boxes” or two-stage turn boxes. Implementing any combina- tion of these measures will increase safety, reduce risk of crashes and increase alternative mode trips within Midtown. Suggested intersection improvements, and their associ- ated priority, are listed in the Implementation Schedule Proper signage makes auto traf- in Chapter 8. fic aware that they are to share the street with bicyclists. Green paint to mark intersec- tion crossings is an easy way to implement a pedestrian and bike-first environment. Bike boxes increase visibility of bicyclists at signalized intersec- tions. Two-stage turn Queue Boxes improve bicyclists’ ability to safely and comfortably make left turns. 3. Mobility and Access 3-17 public review draft underpasses/overpasses Currently, the Spring Creek Trail provides the only grade separated crossing of College Avenue and the railroad tracks in Midtown. The underpass at Troutman is nearing completion and will provide another needed connection to Midtown from the west residential neighborhoods. An overpass that will connect the Mason Trail to the Whole Foods parking lot is now in design and will contribute to the overall connectivity from the west. Currently, a separate planning effort for Foothills Mall is evaluating the feasibility of creating a connection underneath Col- lege Avenue from the mall to McClelland. In general, the current development pattern and existing infrastructure limits the opportunities for more grade separated con- nections to Midtown. As new redevelopment occurs, especially at challenged locations for bicycle/pedestrian crossings (like College Avenue and the railroad), grade separated connections should be explored that would improve north-south and east-west connectivity to local neighborhoods, businesses and transit. loCating biKe parKing The City’s development code for bicycle parking provides a good starting point and should be used as the initial guide for providing the minimum number of enclosed and fixed bike racks as redevelopment occurs. The location of bike parking will depend on how long the users will be parking. Short-term (less than two hours) bike parking should be located within 50 feet of the main entrance, whereas long-term parking (several hours or more) can be located within 500 feet of the destination. different land uses within Midtown will demand more bicycle parking than others. A Business Improvement district (BId) could be set up to meet this type of demand. As individual properties, businesses or blocks redevelop, and the minimum num- ber of bike racks do not meet the demand, the BId could supply bike racks or bike corrals. Places like old Town Fort Collins, the City of Boulder and other communities along the Front range have used similar strategies. Underpasses and Overpasses provide a safe alternative to at- grade crossings and can add to sense of place. As individual properties, busi- nesses or blocks redevelop and the minimum number of bike racks do not meet the demand, a BID could supply individuals, businesses or blocks with bike racks or look at sites for bike parking corrals. 3-18 Fort collins Midtown Plan public review draft ng parking plans to back-in angle more visibility for bicycle trac Provide green paint for bicycle lane in conict zone for increase awareness Place vertical curb between parking and cycle track. Provide curb openings every 30 feet for stormwater Provide sharrows and dashed lines to guide bicycles into cycle track Design m Google Earth I 0 15 30 60 Feet Collins Urban Design ThisIntersection Study: drawing Troutman shows Parkway how and all of Mason the Street above-mentioned elements work together. The example intersection of Troutman Parkway and Mason Street is used for demonstration purposes. 3. Mobility and Access 3-19 public review draft ConneCting to transit enhancing the performance of transit service is a pri- mary objective of this Plan. Currently, Transfort route 1 operates along College Avenue throughout the study area. FleX, the regional route between Fort Collins and longmont, also operates on College Avenue throughout the study area. MAX will become another major transit service in the area, and demands seamless connections to it. MAX will serve eight stops within Midtown: • Prospect • spring creek (near Whole Foods and nRRc) • drake • swallow (north and south-bound stations) • Horsetooth • troutman • Harmony • south transit center Additional bicycle parking and pedestrian amenities should be provided in the open spaces that would de- velop within properties that lie along the MAX line. Providing convenient access to bus stops located throughout Midtown is important, as is making the stops attractive and inviting to users. Transfort will modify its fixed route system with the advent of MAX, rearranging some service to focus on the new South Transit Center, to be located south of Harmony road at the terminus of the MAX guideway and routes will be realigned to provide for transfers to and from the MAX service specifically at the major east-west arterial streets. existing bus stop designs, especially along primary east- west streets (Prospect, drake, Swallow, Horsetooth, Troutman and Harmony) - refer to “dumbells” on Frame- work Map - should be elevated to meet the quality of bus stops along the MAX corridor and should fit within the recommended streetscape palette for Midtown (see chapter 4). This will help to visually reinforce the sense of connection with the pedestrian and bicycle systems. Some existing bus stops pro- vide shelter, and some include only a bench. New bus stops should provide a sense of iden- tity for Midtown by matching the streetscape palette proposed (see Chapter 4). Rendering of the planned Horse- tooth Station Rendering of the planned Drake Station 3-20 Fort collins Midtown Plan public review draft PArKInG STrATeGIeS In general, the study area was developed in the mid- 1960’s through the early 1980’s, with the typical building parcel consisting of a large surface lot located adjacent to College Avenue, and the building property set back a generous distance from the street. This layout is typical of the large-lot suburban design philosophy of that era, which geared itself toward a vehicle-first access plan and site layout. Furthermore, the parcels on each block were developed independently and little accommodation was made for sharing parking spaces between land uses that generate peak demands at different times, such as a retail facility and a movie theatre. As such, the parking supply throughout the area tends to provide a higher number of off-street spaces than peak demand for that parcel typi- cally requires. In addition, the uses and intensities now present generate a different, and typically lower demand compared to when the sites were first developed. The vision of Midtown is to become a transit-oriented, vibrant, mixed-use, walkable neighborhood in the com- ing years, and as such, it begs for a more comprehen- sive parking approach that is up-to-date with current trends. As the area becomes more walkable, bikeable and transit-rich, driving a car becomes a choice rather than a necessity, and parking requirements should be adjusted to support this. Immediate opportunities Given the more-than-adequate parking availability that exists today, there would appear to be an opportunity to increase building densities on each block without increasing the corresponding parking supply. The City’s parking code provides for both maximum parking sup- ply and the ability to use spaces as shared parking for non-residential development. Therefore, there may be opportunities to incrementally “build up” without cost- ing the developer more money by requiring additional parking spaces. In order for Midtown to transform into an urban, mixed-use place, it needs creative parking strate- gies that support it. Replace a “sea of parking” with a “sea of people” instead! 3. Mobility and Access 3-21 public review draft Tod research research indicates that Tod development does result in lower vehicle ownership than traditional development. The national Cooperative Highway research Program (nCHrP) report 128 reported that Tod households own on average 0.9 vehicles compared to 1.6 vehicles for comparable households not living in Tods, while “developing Tod Parking Strategies” (Boroski, rosales, Arrington, APA Transportation Planning, March 2005), reported that Tods have an average of 1.66 people and 1.26 vehicles per household, compared to 2.4 people and 1.64 vehicles per household for all households located in the same census tract. From this data, Tods offer the potential to reduce parking per household by 20 to 40 percent. For commercial land uses, a California depart- ment of Transportation (Caltrans) study indicated a range of parking reductions from 12 to 60 percent for Tods. Commercial demand is more complex than residential parking, however, and there are no clear conclusions regarding how much parking can be reduced overall for Tods, and parking needs should still be estimated on a site-by-site basis. The city of Portland, oregon is a model city for instituting Tod policies. Table X below shows how Portland has adjusted their standard parking ratios in Tod areas versus non-Tod areas. table X. city of Portland, oregon tod and non-tod Parking Ratios Table 1. City of Portland, Oregon TOD and Non-TOD Parking Ratios Land Use Non-TOD TOD Office 4.1/KSF1 3.4/KSF Retail/Commercial 6.2/KSF 5.1/KSF Multi-Family 1 bedroom 1.25/unit 1.0/unit Multi-Family 2 bedroom 1.5/unit 1.0/unit Multi-Family 3 bedroom 1.75/unit 1.0/unit 1. KSF = 1,000 SF 3-22 Fort collins Midtown Plan public review draft Continue Current City Policies tod overlay distriCt The entire study area falls within the City’s Transit ori- ented development overlay district, and as such, multi- family residential developments are not subject to the City’s minimum parking requirements. Thus, the poten- tial exists for parcels along the corridor to be redeveloped from, say 50,000 SF of commercial, to, say, 50,000 SF of commercial with 100 multi-family units above it, and still use the current parking supply on the site. parKing plan Fort Collins The Parking Plan, although not inclusive of the Midtown study area, was adopted in January 2013 and offers a progressive approach to parking management in down- town Fort Collins. The Parking Plan acknowledges that a comprehensive parking strategy is good for economic development and supports area businesses and pro- tects surrounding neighborhoods. Midtown should fol- low guidelines set forth in the Parking Plan and pursue similar measures. Key concepts from the Preferred Alternative are: • on-street Parking Management - shift employees away from high demand on-street parking, imple- ment residential permit program to mitigate spillover, provide pay-by-cell program, and eventually shift to on-street pay parking. • Public Parking infrastructure - establish public-pri- vate partnerships to distribute public parking where needed, promote conversion of surface to structured parking over time, include electrical vehicle charging stations in public parking. • Parking for new development - leverage private investment through public-private partnerships, implement a parking impact fee for new development correlated to new parking amount and level of park- ing demand management, encourage shared parking, and require new development to provide information about changes in parking impacts. ¢Æ287 £%14 ¢Æ287 S SHIELDS ST S TAFT HILL RD S COLLEGE AVE S TIMBERLINE RD E VINE DR W DRAKE RD LAPORTE AVE E DRAKE RD W VINE DR W PROSPECT RD MULBERRY ST E PROSPECT RD S LEMAY AVE E L I NCOLN 3. Mobility and Access 3-23 public review draft Keep parKing subordinate Keep parking subordinate to the street character along College Avenue and east-west streets. one goal in the redevelopment of Midtown is to transition away from the large surface parking areas that abut College Av- enue and create a more urban environment along the corridor. As such, developers should be encouraged to locate structures along the College Avenue frontage and construct parking areas behind the building, so that they are shielded from the street. use struCtured parKing as an inCentive For inCreased density The City should consider allowing developers to increase the land use density on their parcel in exchange for build- ing a parking structure that provides parking for either the entire block or a larger portion of it. Currently, in chapter 3.10.5 (F) (c) of the land use Code, 3 additional stories are allowed for this condition, but under the premise that at least 10 percent of the units are affordable. Perhaps, this should be allowed whether the units are affordable or market rate. Maintain MaxiMuM parKing requireMents For CoMMerCial developMents Maintaining maximum parking ratios rather than mini- mum requirements for commercial development allows developers the flexibility of reducing parking as they see fit, and lowering parking supplies will further encourage customers and employees to access the area by means other than single occupant vehicles. However, while developers should be allowed the flexibility of reducing supply, they should still demonstrate that their site can accommodate anticipated parking without causing sig- nificant spillover into adjacent properties, by conducting a transportation impact study (TIS), as is required by the new Parking Plan, and using the City’s new parking demand model to validate the results. Keep parking subordinate to the street character along College Avenue Incentivizing structured parking as a means of adding density is a great way to entice developers and ensure the desired dense, urban form is created. 3-24 Fort collins Midtown Plan public review draft recommended new Strategies iMpleMent a parKing distriCt First and foremost, the City should support parking de- mand management by establishing a parking manage- ment district to provide management and oversight. The City could finance and build a couple parking structures in key, centralized locations throughout Midtown with funds from development in-lieu fees, development or parking impact fees, parking receipts and enforcement revenue. The City could then operate and maintain the structures, which takes the burden off of developers to provide off-street parking. This may be desirable in order to spur development as part of an initial catalyst project for the area, giving the developer more land to redevelop and at the same time not being responsible for the cost of structured parking. establish MaxiMuM parKing requireMents For residential developMents While multi-family residential developments in Tods are not subject to the City’s minimum parking requirements, it is conceivable that developers would over-park those developments, thus creating yet another parking problem. To address this, it is suggested that the City establish maximum parking ratios for multi-family developments within the Tod overlay district. The following table shows the City’s current residential parking requirements and suggested maximum requirements within the Tod area to ensure that an adequate, yet not excessive parking supply is provided. table X. suggested Maximum Multi-Family Residential Parking Ratios for tod developments number of bedrooms existing Minimum Requirement (outside tod) Recommended Maximum Requirement (inside tod) one or less 1.5 1.25 Two 1.75 1.5 Three 2.0 1.75 Four and Above 2.5 2.0 Zipcar is a popular car sharing program which is currently in place at Colorado State Univer- sity. The car share service could expand into Midtown if demand is there. Transfort offers an employee- based program, Passfort, which allows employers to purchase yearly passes at a bulk rate of $50 per pass. 3. Mobility and Access 3-25 public review draft SuMMArY PoInTS Mobility & aCCess • improved circulation: • college Avenue to be more bike/pedestrian- friendly by improving frontage roads, adding wide sidewalks, and encouraging buildings to frame the street. • Improve access to MAX • Improve existing Mason street to become more of a quaint “main street”. • Implement a pedestrian promenade along the east side of MAX guideway and encourage new uses to front onto it. • Improve existing and implement new east-west connections. • Complete Streets: • Work within existing curb-to-curb dimensions. outside of curbs, ideal public realm scenarios are envisioned, e.g. wide detached sidewalks, which sometimes suggest acquiring additional roW. • When it’s not feasible to add bike lanes and on- street parking within existing curb-to-curb di- mensions, explore a cycle track adjacent to the sidewalk. • improve frontage roads to be more bike-friendly - when frontage roads end, continue bike circula- tion through wide, multi-use paths or cycle tracks along College Avenue, similar to the mall’s current plans. 3-26 Fort collins Midtown Plan public review draft • Multi-modal Environment • Pedestrian promenade - ideal cross section al- lows for 15’ multi-use path with 15’ landscaping and 10’ buffer between path and building. Where ideal cross section doesn’t fit, it may be more feasible to narrow the cross section, but should not be less than 10’ for the path. Core distance is from Spring Creek overpass to Horsetooth MAX . • continuous, designated bike facilities: where gaps in current system and sufficient roW is avail- able, provide on-street bike lanes/buffered bike lanes/cycle tracks. Where roW is not sufficient, use shared lane markings or bike route markers. • improved intersections: safety improvements such as signage, pavement markings, medians, signal detection, green paint, and “bike boxes” or two-stage turn boxes. • Underpasses/overpasses: explore GSC as re- development occurs at challenging intersections, e.g. College Avenue and the railroad. • locating bike parking: use existing code for minimum biking spaces. locate short-term bike parking 50’ from main entrance and long-term within 500’ of the destination. explore using the BId to provide bike racks to meet excess demand. • Parking Strategies: • Implement strategies of downtown Parking Plan 1) on-street parking management 2) Public parking infrastructure 3) Parking for new development • Keep parking subordinate: encourage develop- ments to locate parking behind structures that frame street. • use structured parking as incentive for increased density. • Maintain maximum parking requirements for commercial development: developers should still demonstrate their site can accommodate anticipating parking without causing significant spillover into adjacent properties. 4. Streetscapes, Signage and Wayfinding 4-1 public review draft One of the most important ways to establish and promote a neighborhood’s “brand” is through physical improve- ments to the public environment. Midtown currently lacks a sense of identity. This Plan seeks to transform how Midtown is viewed: from a neighborhood that Col- lege Avenue bypasses, into a neighborhood that College Avenue arrives at. Celebrating a sense of arrival and playing up unique themes in the neighborhood will el- evate the level of presence Midtown has in Fort Collins. Elements such as streetscapes, signage and wayfinding have a tremendous impact on the overall character of a district and are simple, but very effective tools, that can be used very early in the implementation process due to their relative cost and ability to be relocated, if needed. The primary objectives of this chapter are: • Establish a sense of identity, that is iconic and memorable, for Midtown by celebrating unique char- acteristics and themes for each Character Area. • Establish a sophisticated urban design palette of durable, energy efficient and environmentally con- scious materials that build off of and reinforce the already established streetscape palette at Harmony Road and College Avenue. • Identify specific locations of various streetscape elements and list the types of improvements per street type and public space type. The existing streetscapes in the Midtown district offer few amenities for pedestrians and very little civic directional/ informational signage 4 - StreetScapeS, Signage & Wayfinding 4-2 fort collins Midtown plan public review draft A SENSE OF IDENTITY Upper Midtown - Gardens MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER SPRING PARK CREEKSIDE PARK FLOWER TRIAL GARDEN U.S. FORESTRY SERVICE FOOTHILLS MALL MIDTOWN BOOMER ARTS CENTER MUSIC CO. FORT COLLINS YOUTH ACTIVITY COLLEGE AMERICA CAR DEALERSHIPS BEST BUY CO. DIVISION OF WILDLIFE INSTITUTE OF BUSINESS & MEDICAL CAREERS Legend Midtown Plan Area (darker aerial area) Character Area Boundary 4. Streetscapes, Signage and Wayfinding 4-3 public review draft A SOPHISTICATED URBAN DESIGN PALETTE Midtown currently has a wide range of streetscape, sig- nage, and wayfinding elements which appear to have been installed incrementally and without an over-arching vision for the Midtown district “brand”. As the major ar- terial within the district, College Avenue has the greatest number of signs - most of which are large and internally illuminated – geared toward catching the eye of passing automobiles. The large number of existing retail signs creates a dif- ficult situation in regard to announcing the unique brand of Midtown. Set in context with the currently large, loud and varied palette of signs, the new Midtown urban de- sign improvements will need to be able to set themselves apart from the existing cacophony of retail-oriented sig- nage that dominates the visual landscape. The proposed urban design palette is presented as a “kit of parts”. Refer to page 4-12 for specific locations for each element. The following elements are described in detail on the following pages: The Harmony Road gateway improvements set the tone and character for the Midtown streetscape furnishings palette. existing Signage and Wayfinding improve- ments within Midtown At the intersection of College Avenue and Harmony Road, there are existing gateway improvements that help set the tone and character for the Midtown district. The Harmony Road gateway ele- ments also help establish a palette and overall direc- tion for the colors, materials and character of Midtown’s signage and wayfinding “kit of parts”, and were our starting point for the recom- mended signage/wayfinding and urban design elements. The proposed urban design palette references the new Harmony Road improve- ments in color (dark bronze) and materiality (powder- coated steel and concrete). Masonry, wood and punched steel are new materials that will be unique to Midtown. streetscapes • Benches • Planters • Trash Receptacles • Bike Racks 4-4 fort collins Midtown plan public review draft Streetscapes In order to create a unified palette for Midtown, all bench- es, trash receptacles, planters and bike racks are of the same material (recycled steel), color (powder-coated to match the Harmony Road dark bronze) and style (simple, modern and artistic). To accent each sub-area, a cus- tom pattern is designed to be punched into the steel for benches, trash receptacles and planters. benches Benches are an important element of a streetscape and contribution to the public realm. They offer respite for people as they tire from walking, they provide a relaxing place to people-watch, and a place to gather. Benches should be inviting to passersby. The benches in Midtown will be a rather standard public bench made of recycled steel. The “punched” graphic in the steel will change as one moves throughout the Midtown area and represent each sub-area: Upper, Central and Lower Midtown. Customized, punched steel streetscape furnishings allow each Midtown character area to be unique and recognizable, while still reinforcing a unified palette for the overall district. Benches are designed with punched steel graphics that are representative of the sub area they would occupy. 4. Streetscapes, Signage and Wayfinding 4-5 public review draft trash receptacles and planters Trash receptacles and planters will also include a unique punched steel graphic depending on the location in the neighborhood. bike racks Bike racks could be used as public art pieces as well as for functionality. Ideally, bike racks in each sub area would be made into the shape of each iconic graphic: gardens (the leaf), arts (curly cues) or technology (arrow). These iconic bike racks would be most important to be placed at highly trafficked areas. A more standard bike rack is shown to the right that could be used in other, not so highly trafficked areas. Trash receptacles and planters are designed with punched steel graphics that are representative of the sub area they would occupy. In highly trafficked areas, the iconic graphics are envisioned to be made into bike racks to serve as public art, as well as bike racks. In less highly trafficked areas, a more traditional bike rack could be used. Punched steel is already used in downtown Fort Collins. An example of a bike rack that also substitutes as public art. 4-6 fort collins Midtown plan public review draft landscaping In keeping with the 2012 Green Streets Initiative, the proposed landscape improvements within Midtown will have a rich and varied palette of low-water, native shrubs and perennials. Within the medians, there will be 80-100% plant coverage, accented with bark mulch, large boulders and quarry-cut stone. A mixture of river cobble and gravel will be used to create visual interest that mimics a flowing, streambed-like aesthetic. Canopy and ornamental trees will be intermixed informally within the median shrub beds. Landscape buffers adjacent to sidewalks will also have a more dense planting of drip-irrigated shrub beds, re- placing the typical turf with flowing beds of grasses and perennials grouped informally, and accented with land- scape boulders and large shrubs, in addition to trees. Along College Avenue, the majority of the landscape buffer (over 60%) will be planted in accordance with the 2012 Green Streets Initiative median landscape stan- dards, while the remaining 40% can be used for smaller locations of irrigated turf, which allow for pedestrian movements while also highlighting the texture of the ornamental shrub beds. The promenade area landscaping will also reflect the dense, richly-textured standard of the College Avenue landscape buffers, but with a consistent grid of formally- spaced street trees, ideally planted in a double-row. Along the smaller, more internal streets with on-street parking, a greater percentage of the landscape buffer will be tree lawn and formal placement of evenly-spaced street trees, allowing for easy egress from cars, and providing consistent shaded areas for pedestrian move- ment. For these parallel-parking streets, ornamental shrub beds will be located at street corners or as part of larger shrub/tree filtration beds, which are set back 12” from the curb to allow for pedestrians to exit their cars. 4. Streetscapes, Signage and Wayfinding 4-7 public review draft Where right-of-way width permits, stormwater filtration beds, which are planted landscape buffers that protect pedestrians from traffic while also helping to filter pol- lutants from stormwater, are envisioned. Typically 6-8 feet in width, these landscaped buffers are defined by a concrete edge that allows water from the sidewalk and roadway/parking to flow into the planted areas and slowly filter into the soil to be cleansed before going into the stormwater system. In addition to their stormwater filtration properties, the planted beds also utilize native plants to reduce the amount of irrigation needed to keep them healthy and vibrant. A drip system will be installed and used for several years to establish the plants, and then will be turned off to only be used to extreme drought conditions. street lighting Pedestrian street lights in Midtown will follow the stan- dard light fixture currently used at the Harmony Road and College Avenue intersection and near the Downtown Transit Center along Mason Street. These light fixtures will be evenly spaced along new and existing streets and along the Promenade. These lights will also be used mid-block along College Avenue, but should be mixed with higher level lighting at major intersections. Other lighting will occur in conjunction with the poles and signs described in the next part of this chapter. However, the signage and pole lighting is only for aesthetic pur- poses, whereas street lighting should serve to function as both safety and aesthetic purposes. Stormwater filtration beds help filter pollutants from stormwater. Use the same lighting fixtures that exist on Harmony Road and the Downtown Transit Center. 4-8 fort collins Midtown plan public review draft Signage & Wayfinding The following pages illustrate a “kit of parts” for Mid- town’s suggested signage and wayfinding elements. Each element is briefly described with an associated rendered elevation and perspective relative to locations throughout Midtown where each would occur. The color icons by each elevation is color-coded to reference the map on page 4-12. Median gateway art poles Large gateway art poles in the median of College Avenue use color, lighting and punched steel graphics to illus- trate the overall brand of Midtown, as well as where you are in the district. Designed to reflect the linear nature of the Midtown corridor, the large poles use back-lit punched steel graphics to represent the three character areas within the district). A custom art piece at the top of the gateway pole reinforces the theme of the character area, and changes as you move from one character area to the next. Gateway art poles are to be located in newly landscaped medians of College Avenue. Gateway art poles are located at key locations along College Avenue to establish a sense of arrival for each sub-area. 4. Streetscapes, Signage and Wayfinding 4-9 public review draft Sub-area business signage displays descriptive and directional information about both civic and retail establishments. Sub-area idenitification signage reinforces the character sub- areas throughout Midtown. Sub-area business signage between College Ave. and Frontage Rd. sub-area identification & business signage The sub-area identification signage reinforces the char- acter and hierarchy of the larger gateway signs. Drawing from the character-area specific punched steel backlit graphic and custom art topper, the sub-area signage takes this form and uses it to create an illuminated hori- zontal accent band that reflects the individual character areas. Located primarily in mid-block locations along College Avenue, the sub-area business signs display descriptive and directional information about both civic and retail establishments within the district. 4-10 fort collins Midtown plan public review draft directional/inforMational pole signage The directional/informational pole signs are meant to provide both pedestrians and autos with information re- garding the important locations throughout the district, and how to access them. Although primarily designed within the scale of typical civic street signs, they are able to be customized through additional round “button” graphics for the MAX stations and mobile-information points. Directional/Informational pole signs are meant to provide both pedestrians and autos with information. MaX directional signs In order to effectively advertise and direct pedestrians, autos and bicyclists to the new MAX stations, a MAX- specific pole sign has been developed. Utilizing the round MAX “button” that is used as an add-on to the Directional/Informational Pole signs, the MAX-specific signs take the round button and use an arrow to indicate the relative direction of the MAX station from roadways, sidewalks and plazas. 4. Streetscapes, Signage and Wayfinding 4-11 public review draft pedestrian inforMational Smaller, pedestrian-level signs are intended to be in- stalled in plazas, public transportation stops, and other areas where pedestrians dominate the mobility land- scape. Intended to provide information that pedestrians can access during a moment of repose or rest, these signs are more directional – using a list of destinations and arrows pointing toward them to help pedestrians understand what is available within Midtown, and how to get there on foot. Mobile enabled inforMational The mobile-enabled signs are similar to the Pedestrian Informational signs in design and scale, but offer a way for pedestrians to gather richer information regarding specific information and locations for retail shops, res- taurants, cultural facilities and other district destinations by providing a “you are here” orientation map. Applica- tions to amenities such as MAX may also be linked to from the signs to provide up-to-date transit information. Pedestrian-oriented signs will be installed where pedestrians dominate the mobility landscape, such as along the Promenade. 4-12 fort collins Midtown plan public review draft LOCATING STREETSCAPE ELEMENTS Correctly locating streetscape elements will be important for getting the most out of their branding capabilities. College Avenue and the Promenade will be two major north-south corridors that link the character areas to- gether and will be important for providing signage and establishing the brand for Midtown and directing people to and from MAX stations. Key streetscape nodes, indi- cated on the map to the right with “dumbells”, illustrate where key east-west streetscape concepts would be highlighted. These east-west connections will seam- lessly link College Avenue to the MAX corridor. The design theme for these connections should key off of design themes from MAX stations while also represent- ing design themes from the respective Character Areas in Midtown. The map graphic to the right illustrates with colored icons where certain streetscape elements, as described on previous pages, would occur throughout Midtown. SIGNAGE & WAYFINDING LOCATION MAP Midtown Fort Collins Implementation Plan MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE Colorado Division of Wildlife Youth Activity Center Main Post Office CSU Veterinary School PROSPECT SPRING CREEK DRAKE SWALLOW HORSE TOOTH TROUTMAN HARMONY 4. Streetscapes, Signage and Wayfinding 4-13 public review draft 6-LANE ARTERIAL (COLLEGE) X X X X X X X X X X X X 4-LANE ARTERIAL (MAJOR E/W CROSS STREETS) X X X X X X X X X X X 2-LANE ARTERIAL (MASON, ETC.) X X X X X X X X X X 2-LANE PARKWAY (TROUTMAN) X X X X X X X X X X 2-LANE COLLECTOR X X X X X X X X PROMENADE X X X X X X X X X X TRANSIT STOPS X X X X X X X X POCKET PARK/PLAZA X X X X X X X X X X BENCH PLANTER TRASH BIKE RACK GATEWAY SUB-AREA MAX PEDESTRIAN LIGHTING LANDSCAPE DIRECTIONAL MOBILE Streetscape Elements Table The following table identifies streetscape improvement elements per street type and public space type in more detail. 4-14 fort collins Midtown plan public review draft SUMMARY POINTS streetscapes, signage & wayfinding • establish a sense of identity for the 3 Character Areas: • Upper Midtown = Gardens • Central Midtown = Arts • Lower Midtown = Technology • Establish a sophisticated urban design palette of durable, energy efficient and environmentally conscious materials. • Position various streetscape elements in specific locations as called out in this Plan. 5. Parks and Open Space 5-1 public review draft Providing a rich collection of outdoor places for in- formal gathering and recreation, as well as planned promotional activities and community events, is a key concept for Midtown. This idea arose as a major theme in community outreach events, in which participants stated that they wanted places where they could par- ticipate in events and activities or simply people-watch. It is envisioned that major open spaces would be City- driven, or possibly owned and managed by a Business Improvement District or similar entity, or perhaps could even be included in a private development project, with assistance from the City or BID. Major public open spaces would become destinations in their own right and contribute to the identity of each sub-area in Mid- town. Minor open spaces would be Developer-driven and could be provided in the form of small courtyards, plazas and dining areas, distributed throughout the cor- ridor. While privately owned, these spaces would be accessible to the public and contribute to the quality of life in Midtown. Key objectives for this chapter are: • Create three major public open spaces in Midtown, one in each Character Area. • Establish a network of several minor public open spaces throughout Midtown as part of private devel- opment projects, but which contribute to the larger Parks and Open Space concept for Midtown. • Illustrate several concepts for a proposed major open space, a civic plaza, in Midtown. Spring Park is a nearby major public open space that is linked to Creekside Park via bike and pedestrian trails. Most of the commercial areas of Midtown are dominated by sur- face parking lots and lack places for people. 5 - ParkS & OPen SPace 5-2 Fort collins Midtown Plan public review draft MAjOr PuBlIC OPEn SPACE Three major public open spaces, one in each Character Area, should be developed in Midtown. One of these, Creekside Park, already exists in upper Midtown, and could function as the main focal point for the northern portion of Midtown. The others, for Central and lower Midtown would need to be created and the basic criteria for them are listed below. In most cases, it is envisioned that the City would need to purchase the land to form the major public open spaces in Central and lower Midtown. However, as stated before, it could either be purchased, owned and maintained by the City or by a Business Improvement District, which is also common. Another option is to provide incentives for developers in the event that they want to provide a large public open space within a single development. Density bonuses or other forms of incentives could be provided for this to be appealing to a developer. Provide places for outdoor recre- ation and other activities that can be enjoyed by Midtown residents and visitors alike. Providing a rich collection of outdoor places for informal gath- ering and recreation, as well as planned promotional activities and community events. This canopy serves as pedestrian protection from the elements and as a wayfinding icon and art installation. Major public open spaces can be activated and protected by the oc- cupants of buildings that front onto them. 5. Parks and Open Space 5-3 public review draft Types of Major Open Spaces an urban plaza At least one new space should be an “urban plaza,” where public events could occur. These could range from festivals and exhibitions, to a farmer’s market or winter carnival. One major urban plaza should be located in Central Midtown, in the vicinity of the emerging arts and entertainment district. an urban park Another public space should be developed in lower Midtown. This could be a second urban plaza, or a more conventional urban park, if sufficient land becomes avail- able. This park could be located near the South Transit Center and become an extension of and destination of this major transit center with high intensity uses framing the park, like residential units or restaurants. location of Major Open Spaces Each major public open space should be located where it will be easily accessible from MAX stations and the nearby network of pedestrian and bicycle routes. Ideally, large public open spaces should be located no more than 1/4 mile of a MAX station. Some general locations are suggested on the Framework Map (see Chapter 1) and in a series of study sketches in this chapter, but final locations would emerge after more detailed analysis and discussions with property owners, and after the appropri- ate organizational structure is established to build and maintain the open space. These large open spaces should be strategically planned to help stimulate redevelopment of other parcels nearby. This will influence final decisions about their specific locations. They should be located near developments that will have active uses that will help to energize them. In addition to iconic Character Area public open spaces, there may be some opportunities to develop other smaller parks along the edge of the corridor, west of the Mason Trail. As the density in development occurs along the MAX line, the need for these spaces may increase. MONROE SWALLOW RD HORSETOOTH RD MANHATTAN AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE Colorado Division of Wildlife Youth Activity Center Main Post Office 5-4 Fort collins Midtown Plan public review draft Size of Major Open Spaces A major urban plaza should be at least one-half acre, and could be as much as two acres. The key is that it be large enough to stage events of a substantial size, and yet still be of a scale that is comfortable for smaller informal groups. An urban park could be larger, in the range of four acres, if land is available. This in part would be in response to the increase in residential population that is envisioned for the area. Design Character of Major Open Spaces Each civic space should have a distinct identity and thus should have some unique elements. Major public art in- stallations would be one way of doing so. At the same time, some of the elements of the overall streetscape palette proposed for Midtown should be used, such that each space is understood to be part of the public realm. A civic space should have a distinct identity and thus should have some unique elements. Major public art installations would be one way of providing a distinct identity to a civic space. Outdoor places should provide places for informal gathering as well as planned, promotional activities and community events. 5. Parks and Open Space 5-5 public review draft MInOr PuBlIC OPEn SPACE An essential part of the framework concept for Midtown is to establish a network of smaller outdoor open spaces as part of individual private development projects that would contribute to the vitality and appeal of the area. These open spaces would be accessible to the general public and connected to the larger pedestrian/bike and parks and open space networks, but would be managed and maintained by the private owners. They would be linked by a series of streets, paths and sidewalks that would facilitate access. (note that many developments will also have other outdoor use areas that are private, for exclusive use of residents and other users.) not every redevelopment project would necessarily provide this type of amenity, but should be encouraged to do so, and incentives could be provided to assist in their development (see Chapter 8). A signature element, such as this large fountain sculpture, can give distinct identify to a minor open space. An essential part of the frame- work concept for Midtown is to establish a network of smaller outdoor places as part of in- dividual private development projects. Minor public open spaces should contribute to the vitality and ap- peal of the area. Minor public open spaces should be accessible to the general pub- lic and connected to the larger pedestrian/bike and parks and open space networks. 5-6 Fort collins Midtown Plan public review draft Types of Minor Open Spaces a plaza Small plazas that also serve the abutting uses is one type of minor public open space. These plazas could serve as an entryway to a higher density residential buildings or as a resting place for a buildings’ employees. Places to sit should be provided and it should feel welcome to the general public, with natural amentities such as water features and pleasant landscaping. outdoor cafe seating An outdoor dining area that spills out of a restaurant or cafe could also serve as a minor public open space. This may or may not be in conjunction with a plaza, but would include public amenities as well as private seating for customers. mid-block passage Mid-block passages would also be considered a minor open space and should be treated as such, offering pub- lic amenities such as places to rest and lighting to keep them safe. These places should act more like a linear plaza than a “cut through” so people activate them. location of Minor Open Spaces While specific locations for minor open spaces would de- pend upon the individual redevelopment projects, these are some general principles for their preferred locations: • Near a MAX station. • Along a pedestrian and/or bicycle route. • Positioned to be visible and accessible from a public area. • Positioned to make use of solar access opportunities. Size of Minor Open Spaces The size of minor open spaces should be less than one- half acre. Design Character of Minor Open Spaces Minor open spaces will be unique to each individual proj- ect, but should also try to emulate the design character of the overall district, with similar materials, schemes and artwork. A small plaza serves abutting uses as well as the public. Outdoor cafe seating areas can be combined with plaza-like public amenities. Artwork and lighting make mid- block passages feel more like open space and less like a cut- through. 5. Parks and Open Space 5-7 public review draft COnCEPTS FOr A CIvIC PlAzA There are several locations where a civic plaza could be successful, in terms of serving Midtown. One potential location is on the west side of College Avenue, near the intersection of Foothills Parkway. Three alternative approaches are illustrated on the pages that follow for that location. These concepts are shown in the context of other potential redevelopment that could occur in the area. These concepts include: • A major public plaza • Pedestrian passageways from a nearby MAX station, connecting to the plaza • A potential civic building • An extension of Mason Street • A parking structure with a wrap of commercial and/ or residential uses Each concept tests a balancing of location consider- ations. One is more directly linked to the MAX station. The others place a plaza along the College Avenue edge. note that these sketch studies are illustrative only and do not represent formal development proposals. no impact on existing property owners is intended. A potential civic building could help to frame the plaza. Pedestrian passageways from a MAX station should connect into the plaza. An amenity such as a fountain can draw people in and serve as an iconic meeting place. 5-8 Fort collins Midtown Plan public review draft civic plaza concept a This concept creates a rectangular plaza that extends along an east-west axis. It provides a direct link to the Promenade and the MAX station, while also serving as a view terminus from College Avenue. A civic building frames the southern edge of the plaza, and a parking structure, with a wrap of other uses, defines the northern edge. Asecond green space leads directly from the MAX station to Mason Street. Finally, a smaller open space is positioned at the northwest corner of College and Foot- hills, to “lead” people into the complex. auto/Ped/Bike connector Ped/Bike connector Underpass to Foothills Mall college Foothills Swallow Mason extension civic Facility Mixed use residential frames green space Urban civic Plaza links Promenade to Foothills Mall Green open space links MaX station to Mason Mixed use with interior parking structure Green open space gateway to civic area Small outdoor court- yard with green buffer MaX Station Green courtyard Green courtyard 5. Parks and Open Space 5-9 public review draft Mason extension college Foothills Swallow Mixed use residential frames green space Small outdoor courtyard with green buffer Green courtyard Green open space links MaX station to Mason Mixed use with interior parking structure Green open space gateway to civic area MaX Station Green courtyard arcade civic Facility view ter- minus from Foothills/ college intersection Urban civic Plaza bridges Mason and college civic plaza concept b This concept locates the main plaza at the southwest corner of College and Foothills. This maximizes visibil- ity from College. An arcade provides a direct link to the Promenade and the MAX station, while also serving as a view terminus from College Avenue. A civic building also frames the southern edge of the complex, and a parking structure, with a wrap of other uses, lies along the northern edge of the arcade. A second green space leads directly from the MAX station to Mason Street. Finally, a smaller open space is positioned at the north- west corner of College and Foothills, to “lead” people into the complex. auto/Ped/Bike connector Ped/Bike connector Underpass to Foothills Mall 5-10 Fort collins Midtown Plan public review draft Mixed use residential frames green space Urban civic Plaza links Promenade to Foothills Mall Green open space links MaX station to Mason Mixed use with interior parking structure arcade Small outdoor court- yard with green buffer MaX Station contemporary auto plaza fronts Mason and college Green courtyard auto/Ped/Bike connector Ped/Bike connector Underpass to Foothills Mall civic plaza concept c This concept also locates the main plaza at the southwest corner of College and Foothills, but places a building at the corner to define the block face. A second building anchors the northwest corner of this intersection as well. This could be an “urban” auto dealership. An arcade provides a direct link to the Promenade and the MAX station. A civic building also frames the southern edge of the complex, and a parking structure, with a wrap of other uses, lies along the northern edge of the arcade. A second green space leads directly from the MAX station to Mason Street. 5. Parks and Open Space 5-11 public review draft SuMMArY POInTS parks and open space • Provide a rich collection of outdoor places for in- formal and formal gathering. • Each character area should have one major open space (traditional park, urban plaza or urban park) that is owned and maintained by the City or a BID. • Must be located within 1/4 mile of a MAX station. • Should be approximately 1/2 acre to 2 acres, but should not exceed 4 acres. • Minor open spaces that are publicly accessible and connected to the larger pedestrian and bike network are located throughout the neighborhood. These open spaces are developer-driven and privately managed, and include small courtyards, plazas, and dining ar- eas. • less than 1/2 acre in size. 5-12 Fort collins Midtown Plan public review draft tHis page intentionallY left blank. 6. Development Prototypes 6-1 public review draft Chapter 6 illustrates conceptual development prototypes and phasing recommendations for a variety of existing par- cel sizes and uses. Note that these scenarios illustrate the redevelopment principles on a variety of lots. They are not formal proposals for any specific properties and their pro- grams are “ideal scenarios” for high density development, although not every property will develop in this manner. For example, most case studies show structured parking, but it should be understood that this scenario would not be realistic for every single block in Midtown. The primary objectives for this chapter are: • Use various case studies to ilustrate a range of redevelopment conditions and opportunities for a wide range of property owners to participate Current uses and building forms in Midtown cater to the automobile and do not maximize the potential of the land. As properties redevelop, parking should be moved to the back of buildings and should be masked with landscaping. 6 - DeveloPment PrototyPes 6-2 Fort Collins midtown Plan public review draft *note that the site plans presented in this section are of approximately the same scale. street street Auto/Ped/Bike Connector Ped/Bike Connector CASE STUDY 1: Small Parcel Development: This small parcel could be developed under single own- ership immediately. The moderate depth of the parcel encourages more compact development, requiring struc- tured parking. An internalized, outdoor courtyard near the promenade enhances walking and biking experiences for residents and transit users. mAX station structured parking framed with other uses outdoor courtyard approx. 450’ approx. 500’ mAX station 6. Development Prototypes 6-3 public review draft case study 1 Property Area: 3.5 AC Building Program: Commercial - 25,000 gsf Residential - 250,000 gsf / (240 units) Building Height: 4 stories Parking Spaces : Structured - 360 spaces Key design PrinciPles: • Buildings address and define streets • Encourage pedestrians and bicycles • Provide connection to transit station • Provide promenade along transit corridor • Create internal plazas and open space • Variation in building form • Internalize and wrap parking • Minimize curb cuts illustrations: Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in the sketch plan and their related design principles. 6-4 Fort Collins midtown Plan public review draft Internal north-south circulation surface parking behind frontage building mAX station existing building Pedestrian connection to street system structured parking framed with other uses street street College Ave. CASE STUDY 2: Medium Parcel Development: This medium-sized parcel could be developed as two or three individual projects, phased over time or it could be built concurrently. The varying depth of the block allows for an internal north-south connector for automobiles, bicycles, and pedestrians. An east-west pedestrian path connects the MAX station and promenade to the street system. An outdoor courtyard rests between the residential wings and opens onto the pedestrian connector. Auto/Ped/Bike Connector Ped/Bike Connector 6. Development Prototypes 6-5 public review draft case study 2 Property Area: 7 AC Building Square Footage: Retail/Office - 50,000 gsf Residential - 462,000 gsf / (450 units) Building Height: 4-5 stories Parking Spaces Structured - 600 spaces Surface - 90 spaces Key design PrinciPles: • Buildings address and define streets • Encourage pedestrians and bicycles • Provide connections to transit station • Provide promenade along transit corridor • Create internal plazas and open space • Fragment building form • Provide north-south circulation option mid-block • Internalize and wrap parking • Minimize curb cuts illustrations: Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in the sketch plan and their related design principles 6-6 Fort Collins midtown Plan public review draft CASE STUDY 3: Medium Parcel Development: This medium-sized parcel has a deep width between MAX and College Avenue, which allows for a mid-block north- south connector. Structured parking is framed by residential buildings, while surface parking sits behind frontage build- ings along College Avenue. A focal point and outdoor plaza in the interior of the block is located at the terminus of an east-west connector. surface parking behind front- age building structured parking framed with residential buildings outdoor courtyard Internal north-south circula- tion street street College Ave. existing building existing building Auto/Ped/Bike Connector Ped/Bike Connector 6. Development Prototypes 6-7 public review draft case study 3 Property Area: 6 AC Building Square Footage: Retail/Office - 33,000 gsf Residential - 270,000 gsf / (240 units) Building Height: 4 stories Parking Spaces Structured - 360 spaces Surface - 100 spaces Key design PrinciPles: • Buildings address and define streets • Encourage pedestrians and bicycles • Provide promenade along transit corridor • Create internal plazas and open spaces • Provide north-south circulation option mid-block • Internalize and wrap parking • Minimize curb cuts illustrations: Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in the sketch plan and their related design principles 6-8 Fort Collins midtown Plan public review draft CASE STUDY 4: Large Parcel Development: This large parcel could be assembled as one project or it could be four individual development projects by different owners. The deep east-west width of the block allows for an internal north-south connector for automobiles, bicycles, and pedestrians. An east-west pedestrian path connects the MAX station and promenade to the street system. A privately developed courtyard also lies along the north- south street. Auto/Ped/Bike Connector Ped/Bike Connector Internal north-south circulation surface parking behind frontage building mAX station existing buildings Pedestrian connection to street system structured parking framed with other uses street street College Ave. 6. Development Prototypes 6-9 public review draft case study 4 Property Area: 10 AC Building Square Footage: Retail/Office - 65,000 gsf Residential - 350,000 gsf / (340 units) Senior Hsg. - 125,000 gsf / (90 units) Parking Spaces Structured - 360 spaces Surface - 200 spaces Key design PrinciPles: • Buildings address and define streets • Encourage pedestrians and bicycles • Provide connection to transit station • Provide promenade along transit corridor • Create internal plazas and open space • Articulate building forms • Internalize and wrap parking • Minimize curb cuts illustrations: Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in the sketch plan and their related design principles 6-10 Fort Collins midtown Plan public review draft CASE STUDY 5: Big Box Reuse: This diagram shows how an existing “big box” (perhaps no longer in use) could be adaptively re-used as an interim measure. The site backs onto the BRT route and the primary structure is set back from College with parking in front. In this scenario, the “big box” is divided to house smaller retailers - some that face College and some that face the BRT route and Promenade. This activates both sides of the property, therefore sustaining the building’s short-term use. A new building anchors the northeast corner of Col- lege Avenue. street street College Ave. new atrium and public walkway through bldg. Facade improvements to “back side” of big box existing buildings existing strip Center new liner building to hold the street corner new party walls for smaller retailers Auto/Ped/Bike Connector Ped/Bike Connector 6. Development Prototypes 6-11 public review draft Key design PrinciPles: • Repurpose vacant/shrinking big box stores • Activate BRT route and Promenade • Hold corner to provide a more urban edge on College • Provide for mid-block ped/bike crossings • Create an internal plaza or green • Mask parking illustrations: Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in the sketch plan and their related design principles case study 5 Property Area: 7 AC Building Square Footage: Existing - 100,000 gsf New - 30,000 gsf Parking Spaces Surface - 150 spaces Former IGA grocery store in Boulder, CO that was redeveloped to hold smaller retailers and restaurants - shown above are the front and back sides. 6-12 Fort Collins midtown Plan public review draft CASE STUDY 6: A “Tech Works” Center: Some blocks that abut the BRT are relatively narrow, which will influence the size and shape of potential redevelopment projects. Several of these blocks presently have smaller industrial and office buildings, of relatively low intensity, in terms of land development. This scenario tests the ability to adapt some of these buildings to new uses and to insert some new structured that would complement the mix. This area may have special appeal for startup businesses, research and development firms, and high tech firms that clustered in a “skunkworks.” These businesses would benefit from direct access to the BRT, and would make use of smaller outdoor courtyards and plazas. As redevelop- ment occurs in steps, buildings could be repurposed into a campus of smaller, incubator spaces, with amenities that would appeal to this creative work group. mason new new new repurpose existing light industrial buildings into small, incubator spaces for high-tech companies and start-ups new building to anchor and support the Brt station Hardscaped, formal plaza at Brt station for passengers to enjoy Brt station repurpose existing light industrial buildings into small, incubator spaces for high-tech companies and start-ups new Auto/Ped/Bike Connector Ped/Bike Connector 6. Development Prototypes 6-13 public review draft Key design PrinciPles: • Repurpose existing buildings with appropriate uses • Provide a pleasant outdoor space • Provide connections to transit station • Provide promenade along transit corridor • Create internal plazas and open space • Mask parking • Activate Mason Street case study 6 Property Area: 4.8 AC Building Square Footage: Existing - 37,000 gsf New - 44,000 gsf Parking Spaces Surface - 120 spaces illustrations: Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in the sketch plan and their related design principles. 6-14 Fort Collins midtown Plan public review draft CASE STUDY 7: Multiple Blocks Coordinated This scenario illustrates how the principles for redevelop- ment can extend to several adjoining blocks, in which public streets and internal private lanes are interconnected to provide continuity of circulation. New buildings define street edges, with parking located to the interior (some in surface lots, others in structures.) Open spaces provide pedestrian access through some blocks as well, and reduce walking distances. Combined, these blocks are more intense in the density of their development. While some buildings are only two or three stories, some rise to four and even five stories. mid-block pedestrian cross- ing and formal open space residential block (4-5 stories w/ structured parking) solar Carports new mixed use development fronting College new residential block (2-3 stories w/ surface parking) existing restaurant new residential or commercial office residential buildings along extended Auto/Ped/Bike Connector Ped/Bike Connector street street street street 6. Development Prototypes 6-15 public review draft Key design PrinciPles: • Break up into smaller blocks to provide a more pedestrian friendly environment • Provide a diversity of higher density housing options • Buildings address and define streets • Encourage pedestrians and bicycles • Create internal plazas and courtyards • Internalize and wrap parking • Minimize curb cuts case study 7 Property Area: 13 AC Building Square Footage: Retail/Office - 93,000 gsf Residential -285,000 gsf / (285 units) Parking Spaces Structured - 360 spaces Surface - 340 spaces illustrations: Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in the sketch plan and their related design principles 6-16 Fort Collins midtown Plan public review draft CASE STUDY 8: Redevelopment of an Auto Dealership: As Midtown redevelops into a pedestrian-first environment, some existing car dealerships may decide to redevelop. This scenario shows how an auto dealership along College Avenue might redevelop over time into a more “urban” format, in a new building that fronts the street and where cars might be displayed in a smaller frontage corner loca- tion, with extra cars exhibited atop the building. In this particular example, the parcel is large enough that the existing building could remain in business while the new building is constructed and then cars could be moved to their new locations to allow the rest of the block to rede- velop into a more urban edge along the proposed Mason Street extension. Existing Condition Redevelopment scenario College Ave. Auto dealer College Ave. mason st. (extension) Brt route Promenade Auto dealer with parking above Commercial residential 6. Development Prototypes 6-17 public review draft Key design PrinciPles: • Create urban edge along College • Allow uses to stay and redevelop over time • Create a smaller display area for cars and move the rest out of sight, but easily accessible • Allow for penetration of Mason Street • Engage Mason Street and BRT route illustrations: Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in the sketch plan and their related design principles. case study 8 Property Area: 4.5 AC Building Square Footage: Auto - 35,000 gsf Retail/Office - 25,000 gsf / Residential - 143,000 gsf / (145 units) Parking Spaces Structured - 300 spaces Surface - 150 spaces 6-18 Fort Collins midtown Plan public review draft PHASINg STUDY: The preceding Case Studies illustrate the cumulative ben- efits of coordinating redevelopment on abutting sites. In some cases, individual redevelopment projects may oc- cur concurrently with others, which is ideal. That will yield more integrated circulation and open space systems and a reconfigured street edge character. However, there will be situations in which properties will improve in phases. Some may redevelop early in the plan implementation years, while other sites will redevelop at a later time. Still others may see interim façade rehabilitations, deferring more extensive redevelopment until later. Market forces, parcel assembly patterns and the plans of individual property owners and developers will influence these schedules. The series of sketch plans on these pages illustrates the feasibility of implementing improvements in phases. It uses a set of blocks with “real” parcel lines, and imagines a vari- ety of scenarios that individual property owners might take. The sketch plans show three phases of improvements, with some of the earlier projects being more modest than some of the later ones, which reach greater densities. The take away for each phase is that it gets incrementally more dense. The less problematic sites, i.e. the ones under single ownership or already consolidated parcels, are the first ones to redevelop while the more complicated sites to redevelop happen in the longer-term. The MAX stations show up in the second phase, insinuating that redevelop- ment could, and should, start as soon as possible. Note that this study is for illustrative purposes only and does not reflect formal proposals by any property owners or by the city. 6. Development Prototypes 6-19 public review draft Starting Conditions Phase 1 Improvements 6-20 Fort Collins midtown Plan public review draft Phase 2 Improvements Phase 3 Improvements mAX station mAX station 6. Development Prototypes 6-21 public review draft SUMMARY POINTS develoPment PrototyPes • A variety of parcel sizes and development proto- types can and should play a role in the revitaliza- tion of Midtown - new development should not only consist of large-parcel, mixed-use development. Smaller, nuance site designs and development pro- totypes will add to the overall character and charm of Midtown. • Concepts shown are “ideal scenarios” for high- density development. Market conditions at the time of development will determine the true outcome, however, solid urban form and principles should be followed. • New development can be phased to allow funds to be secured and development to realistically hap- pen over time. 6-22 Fort Collins midtown Plan public review draft tHis Page intentionally leFt BlanK. 7. Design Guidelines 7-1 public review draft Midtown is envisioned as transforming from an auto- oriented, single-use retail environment into a mixed-use, transit-oriented, vibrant neighborhood that supports a variety of incomes, where design is paramount and the identity of Midtown is established and authentic. In order to implement this vision for Midtown, the City will need to guide development to assure that goals of the vision are being met. This chapter provides a starting point for overall design guidelines for Midtown. By and large, the stated design principles and guidelines work within the existing land use code - they are simply design solutions to the public realm, site and building that help establish the “sense of place” for Midtown. However, it is important to note that some amendments to the land use code may be needed to support imple- mentation of certain guidelines. The primary objectives for this chapter are: • State the primary design principles for Midtown. • Establish a set of design guidelines for the public realm, the site and the building that help implement the design principles and overall vision for the future of Midtown. The pedestrian experience along many streets in Midtown is less than desirable. Midtown is currently a single use retail environment that caters to the automobile. 7 - DesiGn GuiDelines 7-2 Fort Collins Midtown Plan public review draft DESIgn prInCIplES p1: Achieve excellence in design. Each project in Midtown should express excellence in design, and it should raise the bar for others to follow. This includes using high quality materials and construc- tion methods and paying attention to detail. p2: promote creativity. Innovation in design is welcomed in Midtown. Exploring new ways of designing buildings and spaces is appropri- ate when they contribute to a cohesive urban fabric. This type of creativity should be distinguished from simply being “different.” p3: Design with authenticity. Midtown should be defined by buildings and places that reflect their own time. The result should be a sense of authenticity in building and materials. All new improve- ments should convey this quality. p4: Design with consistency. Buildings and places in Midtown should have a cohesive quality in the use of materials, organization of functions and overall design. Each new project should also embody a single, consistent design concept. p5: Design for durability. Midtown’s buildings and spaces should be designed for the long term with durable materials. P5: Design for durability. P2: Promote creativity. P1: Achieve excellence in design P4: Design with consistency. 7. Design Guidelines 7-3 public review draft p6: Design for sustainability. Aspects of cultural, economic and environmental sus- tainability that relate to urban design should be woven into all new improvements. p7: Enhance the public realm. Sidewalks, promenades and other pedestrian ways should be designed to invite their use through thoughtful planning and design. Improvement on private property also should enhance the public realm. p8: Enhance the pedestrian experience. Each improvement project should contribute to a pe- destrian-friendly environment. This includes defining street edges with buildings and spaces that are visually interesting and attract pedestrian activity. p9: provide open spaces and habitat. These include public and private squares, promenades, plazas and courtyards. Enhance natural resources when they exist, or create pockets of habitat for wildlife on- site, for the public to experience. p10: Keep the automobile subordinate. parking lots and structures should support other func- tions and not dominate the urban setting. They should be hidden, or at least visually buffered. P7: Enhance the public realm. P6: Design for sustainability. P9: Provide open spaces and habitat. 7-4 Fort Collins Midtown Plan public review draft DESIgn guIDElInES It is important that each development contributes to an overall sense of continuity and identity in Midtown. Design principles that encourage compatible scale and pedestrian-oriented environments serve as the basis for the guidelines in this section. Design guidelines for the public realm design of the public realm The public realm of Midtown should be dynamic, active, inviting and be of high-quality materials. 1. Development projects should be designed to con- tribute to the public realm in a positive way using the following design elements.: • Active street frontages • pedestrian-oriented entries • Street-facing windows • Small, public spaces linked to the sidewalk • public art Storefront windows and outdoor patios should activate the public realm. Mid-block passages enhance the public realm. Open space that can be enjoyed visually and functionally is considered to be “positive,” as opposed to areas that are not well designed to accommodate use or serve as a visual amenity. Shared trail Positive open space These design guide- lines may be applied by the City, the urA, or a BID, when consider- ing assistance or par- ticipating in projects in the Midtown area. They also may be used voluntarily by others who seek to contribute to the overall sense of continuity and identity that is envisioned. The City’s land use Code continues to apply, al- though some revisions may be needed. 7. Design Guidelines 7-5 public review draft pedestrian connections pedestrian circulation systems should provide access to buildings, courtyards, internal paths and plazas. These should interconnect to facilitate pedestrian movement throughout the area. In most cases, these connections will simply involve providing an extension of the exist- ing sidewalk network, but may also include new internal circulation systems within a development. 1. Connect new development to external pedestrian ways. a. Appropriate pedestrian connections include: • Sidewalks • Internal walkways, within an individual property • Mid-block passages • Multi-use alleys 2. locate a new walkway to animate the Midtown pedestrian network and its associated outdoor spaces. a. Direct a walkway through a plaza, courtyard or other outdoor use areas to help animate the space. 3. use landscaping, special paving and distinct light- ing to make the walkway an attractive, inviting and safe experience. Direct a walkway through a plaza, courtyard or other outdoor use areas to help animate the space. Provide connections to public sidewalks. Provide pedestrian connections between properties. Provide street trees to make the walk pleasant. 7-6 Fort Collins Midtown Plan public review draft A customized design for site furniture is appropriate. Locate public art to help activate an outdoor space. Public art should contribute to a better pedestrian experience (photo credit: Richard Hansen). public art Installing public art is highly encouraged as a way of bringing visual interest and special identity throughout Midtown. A wide range of art media, from sculpture to murals and artistic lighting, can be appropriate. 1. incorporate art in a public and private project. a. public art should be complementary to the primary structure on site and the surrounding context. b. A public art piece located exterior to a building should be suitable for outdoor display, including its long-term maintenance and conservation require- ments. c. utilizing the “Art in public places program” is en- couraged, especially including an artist in the design phase of a project. Art should be project-specific and well-integrated into a project. 2. Design public art to enhance the public realm and the pedestrian experience. a. use public art to enhance places of community gathering and active public use. b. Avoid designs that impede pedestrian flow or could endanger the safety of adjacent property, pe- destrians, or automobile traffic. c. Consider a public art location that will frame or enhance an important public view opportunity. Public art can double as useful public space, in this case, benches and small “plaza” (photo credit: Joe McGrane). Public art should be contextual 7. Design Guidelines 7-7 public review draft Design guidelines for the Site This section addresses site design within a single parcel or assembled group of parcels or within a project site. The objective is to promote projects that have a com- prehensive approach to the use of land, with a focus on enhancing the street, providing for efficient functional requirements and high quality improvements. building setbacks and build-to lines The uniform alignment of building fronts along a block helps to define a “street wall,” which provides a sense of enclosure and a comfortable scale for pedestrians. 1. Buildings should align at the sidewalk edge. a. For predominantly commercial character, a clearly defined street edge may be varied to some extent for outdoor dining, plazas and courtyards. b. For areas predominantly multifamily residential, buildings should establish a uniform front yard setback to provide room for stoops and porches. In areas that are predominantly commercial in character, buildings should align at the sidewalk edge. Buildings should establish a uniform front yard setback. In multifamily contexts, this should provide space for stoops and small courtyards. A clearly defined street edge, composed of storefronts at the sidewalk, is the preferred pattern in commercial areas. In residential areas, buildings should establish a uniform front yard setback 7-8 Fort Collins Midtown Plan public review draft building entrances Building entrances should be accented to provide hierar- chy to a building’s facade and direct the buildings’ users. The objective is to provide a sense of connection with the neighborhood, and add “eyes on the street.” 1. Orient the primary entrance of a building to face a primary street, sidewalk, or plaza. a. primary entrances should orient to a major street, sidewalk, or plaza. In some cases, the front door it- self may be positioned perpendicular to the street, in which case, the entry should still be clearly defined. 2. Design the main entrance to a building to be clearly identifiable. a. provide a sheltering element such as a canopy, awning, arcade or portico to signify the primary entrance to a building. This may be achieved by in- corporating a porch, stoop or canopy for residential building types, or a recessed entry, canopy or awning for commercial/mixed-use building types. A corner tower defines a primary building entrance. A pergola defines the entry into a multifamily project. A canopy defines the entry into a mixed use project. Provide a sheltering element such as a canopy, awning, arcade or portico to signify the primary entrance. 7. Design Guidelines 7-9 public review draft open space and habitat Open space should be provided in a project, when op- portunity exists and may take the form of a plaza, court- yard, mini-park or a landscaped feature that is visible from the public way. 1. Create open space for public enjoyment. a. Where open space is required for landscaping, consider designing the area so that it can be used or observed by the public as an asset. b. Include shade trees, seating, dining areas, and water features as public amenities. c. When open space is needed to meet engineering requirements, such as storm water retention, con- sider designing the feature or area so that it can be actively used or observed by the public as an asset. d. Incorporate native or wildlife-friendly plants to attract pollinators and other species to the site. e. Create vegetation structure in the site. For exam- ple, layer grasses, shrubs and trees to provide refuge for species and viewing opportunities for residents. Stormwater detention facilities can be designed to be enjoyed by the public. Hardscape plaza amenity. Softscape natural amenity. Layer grasses, shrubs and trees top provide refuge for species and viewing opportunities for residents. Create open space for public enjoyment. 7-10 Fort Collins Midtown Plan public review draft courtyards and plazas Courtyards and plazas provide places for people to gather, engage in activities and enjoy a sense of com- munity, and these are encouraged throughout Midtown. These places should be planned to activate streets and enhance the pedestrian experience. 1. Design a plaza or courtyard to be inviting. a. Orient this space to link with other pedestrian ac- tivities, primary circulation paths, views and natural features. b. Size the space to provide a comfortable scale for pedestrians. c. Define the space with building fronts that convey a human scale. d. locating a space at the sidewalk level is pre- ferred; a sunken or raised courtyard separated from the sidewalk is discouraged. e. Take advantage of solar access. f. provide seating so people may rest. Design a plaza or courtyard to be inviting. Courtyards and plazas provide places for people to gather, engage in activities and enjoy a sense of community. Orient plazas/courtyards to link with other pedestrian activities, circulation paths, views and natural features. Plazas and courtyards should take advantage of solar access. Size the space to provide a comfortable scale for pedestrians. 7. Design Guidelines 7-11 public review draft outdoor dining areas Outdoor dining areas and sidewalk cafés help animate the public realm and are welcomed throughout Midtown. 1. locate an outdoor dining area to accommodate pedestrian traffic along the sidewalk. a. placing the dining area immediately adjacent to a building front is preferred, thus maintaining a public walkway along the curb side. b. Maintain a clear path along the sidewalk for pedes- trians; a width of 8 feet for this clear path is recom- mended, but this may be reduced to 5 feet where no other obstacles in the sidewalk will impede pedestrian traffic. c. Frame outdoor dining areas with walls that are visually interesting and provide a human scale. (See also building design guidelines on page 7-22.) Locate an outdoor dining area to accommodate pedestrian traffic along the sidewalk. Placing the dining area immediately adjacent to a building front is preferred, thus maintaining a public walkway along the curb side. Outdoor dining areas and sidewalk cafés help animate the public realm and are welcomed throughout Midtown. Maintain a clear path along the sidewalk for pedestrians. 7-12 Fort Collins Midtown Plan public review draft surface parking on site A goal for Midtown is to increase the density of devel- opment such that most parking will be in structures, either in facilities primarily designed for parking, or in a building in which parking serves other uses on the site. However, some surface parking will continue to be nec- essary. Where it does occur, the visual impact of surface parking should be minimized. 1. locate a parking area to the interior of a site where feasible. a. This is especially important on a corner property. b. This is generally more visible than an interior lot, and it is important to provide a sense of enclosure to the street wall. c. place the parking at the rear of the site, or if this is not feasible, beside the building. d. provide a clear path from parking to a building entrance. 2. Provide a visual buffer where a parking lot abuts a public sidewalk. a. note that “buffering” does not mean fully screen- ing the parking, but it does involve creating a visual “filter” that softens the view of parked cars. b. A low wall may be used as a buffer. Its materials should be compatible with those of the building on the site. c. A planted buffer may also be used, consisting of a combination of trees, shrubs and ground covers. (usually a minimum of 3 feet in width.) Screening the parking with a visual filter softens the view of parked cars. A planted buffer may consist of a combination of trees, shrubs and ground covers, as this one does. Divide a large parking area into small “pods” with landscape buffers. P P P P P P 7. Design Guidelines 7-13 public review draft structured parking The design of structured parking facilities, whether at- tached to buildings or stand alone structures, should be similar in material and design quality as the buildings they serve. 1. When parking in a structure occurs at the street level on a primary street, it should have an active use at the sidewalk edge. a. An active use may include residential units, com- mercial storefronts, office space and/or civic uses. b. On a secondary street, other methods of providing visual interest may be employed. In these locations, use architectural details, murals and public art, wall sculpture, landscaping or display cases at the street level to provide interest to pedestrians. 2. An architectural screen should be an integral part of the building design of a parking structure. a. Screens should be of durable materials and finish. b. Screens should include decorative patterns, rail- ings and details to provide visual interest. 3. Massing of parking structures a. Massing of parking structures should be similar in scale to other adjacent active use buildings. The massing of a parking structure should appear similar in scale to other active use buildings in the area. (This structure has an interior parking deck behind the “wrap” of articulated storefronts). An architectural screen should be an integral part of the building design. When parking in a structure occurs at the street level on a primary street, it should have an active use at the sidewalk edge, as this one does. Parking garages screened with buildings or ground floor uses help to maintain the scale of an urban street. 7-14 Fort Collins Midtown Plan public review draft structured public parking location criteria A publicly developed, or assisted, parking structure should be located close to a MAX transit station to opti- mize use of the BrT. It should also be located in an active TOD (transit -oriented development) environment, where it can support a mix of uses in a relatively dense setting. 1. locate a public parking structure within a planned Transit Oriented Development. a. A planned TOD project should be a minimum of 6 acres. b. The area should include higher density housing, an urban plaza and/or green space, and mixed-use buildings. It should be an inviting, pleasant, walkable environment. Locate a public parking structure within a planned TOD. The TOD area should include high-density housing A planned TOD area should be a minimum of 6 acres. College Avenue The structure should be wrapped with a mix of uses. Mixed use Parking structure nOTE: While structured park- ing is encouraged to be developed throughout Midtown, some public- ly-assisted structured parking should be de- veloped near key MAX stations. These guide- lines apply to those conditions. 7. Design Guidelines 7-15 public review draft 2. locate a public parking structure close to a MAX station. a. The first priority is to locate the parking facility im- mediately facing a MAX station plaza. This provides the most convenient and enhanced access to users of the system. b. If not immediately adjacent, the parking facility should be within 500’ of the transit stop. 3. enhance the pedestrian experience along the path to the parking structure. a. provide an attractive path to a structured parking facility. This can increase the comfort level of the user and thus increase the use of the facility. b. provide active uses along the pedestrian way. c. Avoid locating a parking structure adjacent to empty parcels, surface lots, and primary arterials. Locate a public parking structure close to a transit station. High density residential Transit Station Plaza/ Green Space Ped/Bike Connector to parking structure and MAX station Transit Station Active Uses 500’ Radius from a MAX station College Avenue Mixed use Parking structure This example, a Whole Foods in Washington DC, has parking below-grade and on the roof. 7-16 Fort Collins Midtown Plan public review draft service areas Service areas, such as loading docks, dumpsters, and delivery entrances, should be visually unobtrusive and should be integrated with the design of the site and the building. Vehicle access should be located to minimize conflicts with pedestrian circulation. 1. Minimize the visual impacts of service areas. a. Orient the service area toward a service lane or alley and away from major streets. b. Screen a service area from view with a solid wall, opaque fence or landscaping. c. Where a service area must be oriented to the street, screen it with an architectural feature. The design should be in character with the building and provide visual interest at the street level. 2. locate vehicle access to service areas away from pedestrian circulation. a. locate service areas where conflicts with pedes- trian circulation will be minimized. Screen a service area with a wall, fence or planting. (This brick wall is an example.) Service areas should be visually unobtrusive and should be integrated with the design of the site and the building, as this one is. Screen equipment from view or design it to be visually subordinate to the building. Locate vehicle access where conflicts with pedestrian circulation will be minimized. Street Building Service Area Alley Parking Building Building Street 7. Design Guidelines 7-17 public review draft drive-through facilities Some commercial operations, such as bank tellers, gas stations, fast food restaurants and other retail and service-oriented businesses, may have drive-through facilities. They should be designed to minimize conflicts with pedestrians, and should assist in achieving goals for consistent street edges defined with building walls. In that regard, a drive-through facility should be located to the interior of a property and should be visually sub- ordinate to the primary structure. 1. Driveways and waiting lanes should not be located between the sidewalk and the primary building. a. locating the primary building at the sidewalk edge is preferred. b. If the building is set back, the space between it and the sidewalk should be landscaped, and not used for drive-through lanes. The space between a sidewalk and driveway/waiting lane should be landscaped. Design drive-through facilities to minimize conflicts with pedestrians. 7-18 Fort Collins Midtown Plan public review draft Design guidelines for the Building building height Variation in building height helps to provide visual inter- est and establish a sense of human scale, and is en- couraged. 1. Provide variation in building height in a large proj- ect. a. This is especially relevant for larger buildings that extend for a major portion of a city block. 2. Design floor to floor heights to establish a sense of scale. a. While overall building heights may vary along a block, a similarity in height should be perceived at the street level. b. The first floor height should be taller than upper floors and should appear as the dominant floor within a building. Provide variation in building height in a large project. While overall building heights may vary along a block, a similarity in height should be perceived at the street level. note that maximum height limits are established in the land use Code, section 4.21 (D) 7. Design Guidelines 7-19 public review draft building scale A new building should convey a sense of human scale. This can be achieved when one can reasonably interpret the size of a building by comparing features of its design to comparable elements in one’s experience. generally, a building’s mass, height and articulation define human scale in a building. 1. establish a sense of human scale in a building design with use of materials. a. use materials that convey scale in their propor- tion, detail and form. For example, materials applied in units, panels or modules help to convey a sense of scale. 2. establish a sense of human scale in a building design with vertical articulation. a. use moldings, columns, a change in material or an offset in the wall plane to define different building modules. b. Organize vertical articulation to reflect traditional lots widths or facade dimensions. 3. establish a sense of human scale in a building design with horizontal expression at lower floor heights. a. use moldings, a change in material, or an offset in the wall plane to define the scale of lower floors in relation to the street. b. Align the features with similar ones along the street, where a distinct alignment pattern exists. Establish a sense of human scale with materials on the ground floor such as brick, blocks or panels. Use vertical and horizontal articulation design techniques to reduce apparent scale. An offset in the wall plane above the first floor establishes horizontal expression and human scale. Establish a sense of human scale with vertical articulation using material changes or an offset in wall planes. 7-20 Fort Collins Midtown Plan public review draft building materials Materials that are “authentic” and durable are preferred. They should contribute to the visual continuity of the street and convey high quality in design and detail. 1. new building materials should contribute to the visual continuity of the street. a. genuine masonry, metal, concrete and glass are preferred at street level. b. Imitation materials, such as synthetic lap siding, panelized brick or stone veneer and plastic, are gen- erally inappropriate. c. The use of highly reflective materials also is dis- couraged. 2. use high quality, durable materials. a. A material should be proven to be durable in the Fort Collins climate. b. Materials at the ground level should withstand on-going contact with the public, sustaining impacts without compromising the appearance. (note that some synthetic materials will not sustain this degree of frequent contact.) 3. The use of traditional masonry, stone and concrete materials are encouraged. a. use genuine masonry units, which appear authen- tic in their depth and dimension. b. Assure that masonry units wrap around corners of walls, and thus do not appear to be applied veneers. Architectural metals are encouraged. Contemporary interpretations of traditional materials are encouraged. Brick and stone are encouraged. Architectural concrete that is detailed to provide a sense of scale is appropriate. 7. Design Guidelines 7-21 public review draft 4. Architectural metals, which are detailed to provide a sense of scale, are appropriate. a. Metals which are applied in panels that convey a sense of human scale should be detailed. 5. Genuine stucco may be considered as a material. a. Stucco that is applied and detailed by hand is ap- propriate. 6. The use of synthetic stucco (such as eiFs) is dis- couraged. a. However, it may be considered for use in limited applications, as small wall panels or as an accent on upper floors. 7. Architectural glass may be considered as a pri- mary material. a. Detail glass to provide a sense of scale. b. using glass that permits views into activities in the building is preferred, to provide visual interest. c. The use of tinted windows on the ground floor is inappropriate. 8. Architectural concrete may be used. a. It should be detailed to provide visual interest and convey a sense of scale. Architectural metals, which are detailed to provide a sense of scale, are appropriate. The use of traditional masonry materials, stone and concrete is encouraged. Detail glass to provide a sense of scale. Fiber cement board, formed in lap siding or as a board and batten panel design, may be an appropriate material. Architectural concrete block is an appropriate material. 7-22 Fort Collins Midtown Plan public review draft street level interest Buildings should be designed to provide visual interest to pedestrians. For example, commercial buildings with storefronts are of interest to passersby, while porches, courtyards, and decorative wall surfaces add interest to multifamily housing designs. These features encourage pedestrian activity and should be used. 1. Develop the street level of a building to provide visual interest to pedestrians. a. All sides of a building should include architectural details to avoid presenting a “back side” to the street or to neighboring properties. provide visual interest with: • Windows and doors • A display window that provides views to activities in the building • Display cases for exhibits • Decorative wall surface, for example, a change in materials • Building articulation • Site walls and raised planters Sophisticated architectural details provide visual interest to pedestrians. In this example windows and doors, canopies and streetscape elements provide visual interest. Wall art provides visual interest. Provide visual interest with storefronts, canopies and small dining areas. 7. Design Guidelines 7-23 public review draft street level interest in retrofits Improvements to existing buildings should enhance the pedestrian experience, especially along primary pe- destrian ways and street frontages. For example, an existing commercial strip building that is accessed from College could also provide some storefronts along the promenade, resulting in a double-fronted building. Other decorative wall surfaces treatments may also be em- ployed. These types of features enhance the pedestrian experience and should be encouraged. 1. Develop the street level of an existing building along primary pedestrian ways and street front- ages to enhance the pedestrian experience. 2. All sides of a building should include architectural details to avoid presenting a “back side” to the street or to neighboring properties. Provide visual interest with: • Windows and doors • A display window that provides views to activities in the building. • Display cases for exhibits • Decorative wall surface, for example, a change in materials, canopies • Building articulation • Site walls and raised planters • Murals • Decorative garage doors Adding textural artwork to a blank facade makes it more pleasant to walk and sit by (photo credit: Carolyn Braaskma). Planters and screens All sides of a building should include operable doors and should be designed to not feel like a blank wall. 7-24 Fort Collins Midtown Plan public review draft Murals An LED light mural allows the building to light up at night and become iconic and a source of wayfinding. Murals and screens Along MAX Along the promenade and MAX line, many “big box” stores, warehouses, and light industrial buildings exist. A quick and effective way to add visual interest to these buildings is to add murals and/or “screens” to the blank facades to give visual interest and identity to them. Panels on a rigid frame pulled away from the building allows shadows to dance on the building. Punched metal screens could be customized to fit in with the surrounding streetscape elements. Cast concrete and sandstone can also be shaped into unique forms to add interest to existing facades. 7. Design Guidelines 7-25 public review draft Design guidelines for the Environment The conservation and efficient use of energy is a key objective in Midtown. This plan already suggests a sustainable approach for the neighborhood through encouraging public transit and thereby reducing vehicle miles travelled and by intensifying development which requires less consumption of land than conventional land use patterns. new projects should target high levels of energy performance resulting in less operating costs and reduced environmental impact, while offering higher levels of occupant satisfaction. public realm design The public realm provides a stage for showcasing sus- tainable practices throughout Midtown. Streetscapes, plazas and parks should all represent environmentally responsive measures. 1. utilize sustainable, low imprint materials for streetscape furnishings and signage. a. use local and/or sustainable materials, such as recycled steel or regional stone and masonry, where possible. 2. use lighting fixtures that create a sense of place and safety, but that do not contribute to light pol- lution. a. position and space street lights appropriately as to not create adverse effects on the environment or the users of the space. 3. use indigenous, low water plants where possible. a. right-of-way and public park and plaza landscap- ing should utilize local indigenous plants that do not require a lot of water, and thus reduce the need for irrigation and maintenance. b. In some cases, temporary irrigation may be needed to establish a plant’s tolerance to local climate condi- tions, but could be removed after a few years. nOTE: These are general and very broad-based guidelines for environ- mental awareness in the design of new pub- lic and private improve- ments in Midtown. If a full Sustainability guidelines report is desired for Midtown, a more throrough study would need to be ex- plored in the future. This art sculpture is made from recycled railroad ties. This ROW planter area allows water from the street and the sidewalk to be channelled into it. 7-26 Fort Collins Midtown Plan public review draft site design Individual projects should be environmentally sensitive in their site design and layout. The design process should include an evaluation of the physical assets (site shape, landscape, elevations, soil type, views, solar exposure, etc.) to minimize environmental impact. Off-site devel- opment impacts should also be considered. 1. use stormwater management techniques to mini- mize impact on the municipal stormwater system. a. pervious materials are encouraged to allow water to permeate into the ground rather than be pushed off site and into the stormwater system. b. On-site swales, rain gardens or other landscape features can act as stormwater management tech- niques as well as provide a pleasant landscape for users. 2. Minimize use of water for landscaping. a. use indigenous, low water plants where possible. 3. Maximize solar access for public enjoyment. a. place buildings on a site as to not block solar ac- cess from public or semi-public outdoor areas. Pervious materials are encouraged. On-site swales act as stormwater management techniques and provide a pleasant landscape for users. 7. Design Guidelines 7-27 public review draft building design Buildings should be designed to maximize energy effi- ciency and conservation. Designs should also address seasonal changes in natural lighting and ventilation conditions. A design also should take into account potential effects on and benefits from an adjoining property, in terms of solar access/shading and potential effects of each site on the other’s to implement sustainable design principles. 1. locate a new building, or an addition, to take ad- vantage of micro-climatic opportunities for energy conservation. a. Orient a building to be consistent with established development patterns, when they are a part of the desired features for the context. b. Consider seasonal solar and wind exposure pat- terns when positioning a new building on its site. c. utilize external shading (landscape and/or inte- grated into the building) to keep out summer sun and let in winter sun. 2. Design a building to take advantage of energy- saving and energy-generating opportunities. a. Design windows to maximize daylighting into in- terior spaces. b. use exterior shading devices, such as overhangs or deciduous shade trees to manage solar gain in summer months and welcome solar access in winter months. c. renewable energy devices, including solar collec- tors and wind turbines, are encouraged. d. Specify highly efficient internal equipment (e.g. lighting, plug loads) and controls. 3. Maximize solar access for all properties. a. new buildings should minimize impacts to solar access on adjoining properties, especially for resi- dential uses. Renewable energy generation is encouraged. Use external shading devices to control solar gain. Deciduous vines provide shade in warmer months and allow the sun to provide warmth in cooler months. 7-28 Fort Collins Midtown Plan public review draft SuMMArY pOInTS design guidelines • New development should be guided by the design principles and guidelines listed in this chapter. The principles and guidelines help to implement the overarching vision for Midtown. 8. Implementation Strategy 8-1 public review draft This chapter provides a strategy for implementing the recommendations contained in the Midtown Plan. Suc- cessful implementation requires a coordinated effort between public and private entities and tools that can facilitate investment from both sectors. Key players will be property owners and developers, the business and property owners associations, other public agencies and the City of Fort Collins. A new Business Improvement District would also be a key player. It is important to recognize that, while the Plan suggests specific projects for selected sites, a number of factors will determine if those projects can be executed as sug- gested. It is likely that several projects will occur differ- ently, and even in other locations than illustrated in the Plan. Some flexibility in the implementation of the spe- cific recommendations therefore should be anticipated. The primary goal is to ensure that property owners and developers uphold the fundamental goals and policies contained in the Plan. Maintaining the vision, while re- maining flexible will be important. The primary objectives of this chapter are: • To highlight the fact that implementation of this Plan will be a coordinated effort between the public and private sectors. • Provide a list of implementation tools that would be beneficial to carrying out the goals of the Plan. • Setting clear priorities for implementation for both the private and public sectors. 8 - IMpleMentatIon Strategy Flexibility is key - even though this street’s public realm would not meet the recommendations of a “wide sidewalk”, it does meet the goals and vision of the Plan by offering lighting, landscape and outdoor seating next to a street with a solid urban edge. A public plaza benefits the larger neighborhood while helping to activate the buildings adjacent to it. 8-2 Fort Collins Midtown plan public review draft A CoorDInATeD eFForT Many of the development opportunities presented in the Plan are “generic,” and could apply to many loca- tions. Where specific project concepts are illustrated for selected sites, they should serve as starting points for implementation. While these are highly recommended concepts, it is important to acknowledge that the Plan can also accommodate flexibility and therefore varia- tions on these illustrative sketches should be expected. Some of these projects are public sector concepts. The intent is that these should serve as catalysts to attract private investment. In the priorities for implementation section of this chapter, these public sector projects are timed with this function in mind. At the same time, there will be cases in which some private sector projects come forward that meet the intent of the Plan, but at a time ear- lier than anticipated. When this occurs, the public sector should adjust its own spending priorities to help support the private development, to the extent possible. Both the public and private sectors must share in the responsibilities of implementation, including funding. While the City of Fort Collins is a key player in terms of financial tools available, it is essential that Midtown prop- erty owners and businesses engage in funding parts of the Plan as well. In many cases, this will be an individual property owner investing in their land. In addition, it will be important for the city and a BID to help support some projects with coordinated investment. This may include participating in some streetscape and building facade enhancement, pocket parks, and parking landscaping. The community should use the prioritization process and Criteria and action plan presented in this chapter, which suggests a timeline for public projects, and a guide for establishing private project priorities. It also will help private property owners schedule their improvement projects in the context of potential public investment that may occur in the area. At the same time, the City and a BID should be poised to modify schedules to respond to projects that may be proposed by private developers. A Bilateral Approach: The community should use a “bilateral” ap- proach for implement- ing the Plan: It should be both proactive in leading efforts to im- plement the Plan as described, and it also should be responsive, and react to new op- portunities and chang- ing conditions as they arise in the private sector. Public Acquisition of Land: 8. Implementation Strategy 8-3 public review draft Key IMPLeMenTATIon TooLS A series of funding and regulatory tools that should be used is introduced in Chapter 2, “Creating a Climate for Investment.” This section outlines how these tools may be applied to specific Plan recommendations. tax increment financing Tax Increment Financing (TIF) assigns all or a portion of increased tax revenues that accrue toward improve- ments in a defined district. Tax rates are not increased. This tool may be used to help fund improvements in the public realm, and other improvements that benefit the public. In Midtown, the TIF tool may be used for: • Constructing sidewalks • Installing private street-like drives • Constructing small plazas and outdoor spaces • Installing public art • Constructing the promenade • Constructing, or participating in, construction of pub- lic parking structures TIF is a statutory tool that requires approval of the mu- nicipality for its use. It works by capturing the increase in property tax revenues (and in some cases sales tax revenues) generated by the enhancements. The tax increment from a TIF district is created without raising taxes or dipping into the tax value present at the time of adoption. TIF is most commonly utilized to promote economic development, encourage new development, eliminate blight, address environmental issues, and un- dertake redevelopment and adaptive reuse. Colorado is fairly unique in that state law allows for two different applications of tIF. These come in the form of either an Urban renewal Authority (UrA) or a Downtown Development Authority (DDA). The two differ primarily in that a UrA has the power of eminent domain, whereas a DDA does not, and a DDA has the ability to assess an additional mill levy in the defined area, whereas a UrA does not. Midtown Urban renewal Plan: In 2011, the City of Fort Collins developed the Midtown Urban re- newal plan (UrP) cov- ering most of the Mid- town study area. Urban renewal is Colorado’s term for the authority to collect tax increment in a ‘blighted’ area. The tax increment col- lected is then used to finance projects within the UrP area. TIF, then, is a public financing tool that is used for subsidizing redevelop- ment, infrastructure 8-4 Fort Collins Midtown plan public review draft There must be a determined need for an Urban renewal Plan before it is adopted, and the applicable municipal governing body (e.g. the city council) must make that determination. A UrA is a body politic and corporate, meaning it has attributes of both a political and corporate organization by law. When the governing board for the authority is created, if it is a separate board from the governing body of the municipality, the mayor appoints those serving on the board, called the commissioners, and the governing body of the municipality approves them. There must be an odd number of commissioners (at least 5 and no more than 11), and only one may be a municipality official. If the governing body of municipality chooses, it may des- ignate itself as the authority, in which case, that body would govern the UrA. Concurrently with the development of the Midtown Plan, the City of Fort Collins economic Health office conducted benchmark research regarding how TIF is utilized in best practice to promote economic develop- ment and revitalization, both throughout the state of Colorado and throughout the country. Clear from that research is that the successful use of TIF relies heavily on the community taking steps to develop transparent and well supported policies and procedures for ad- ministering and determining TIF use. Communities that employ TIF in a transparent and deliberate manner tend to experience greater success with fewer obstacles in the way of development because the use of policies and guidelines provide a foundation of support for local elected leaders and economic developers to use when justifying and evaluating potential projects. As the City of Fort Collins looks to identify ways to most successfully utilize TIF to promote redevelopment and investment, there are a few core considerations that can be gleaned from this research: 8. Implementation Strategy 8-5 public review draft • Policies for TIF use: Stakeholders feel that the poli- cies for utilizing TIF funds are not clear and are, in some cases, inappropriate. For example, the City Council has pushed heavily on a requirement of sus- tainability/green investment before a project receives TIF funding. While stakeholders agree that sustain- ability is important, they also feel that the TIF tool is not being utilized to its highest potential. • Establish clear priorities and policies for TIF use: The following are some of the most common uses of TIF funds: • Public infrastructure improvements. • extraordinary costs. • Proposed project is above market/non-market (market not yet established, desireable features that market won’t fully “pay for”, publicly desired use is not the highest and best economic use) • Incentive to attract or retain investment in a stra- tegic area • Create a fair and manageable process: The re- search into how other communities determine TIF use reveals a very extensive and thorough vetting process through several committees and groups be- fore a final determination is made. And the criteria by which these decisions are made are well-established and clear, leaving little wiggle room in negotiating a final deal – or whether or not a final deal will be of- fered. Devising a thorough and strategic process to vet potential TIF investments will not only be helpful to those applying (and help sift out those not ready to go through the process), it also provides political protection about others who may have been turned down for TIF or who may feel that the disbursement of TIF funds is being done via non-quantifiable mea- surements. Building in more vetting, and creating a more black-and-white approval process should be a goal to establishing an effective TIF program. 8-6 Fort Collins Midtown plan public review draft • TIF management/oversight: TIF districts are over- seen either by the existing municipal council serving as the board (as is the case in Fort Collins) or the mayor and council appoint a board of stakeholders to serve. From this research, it seems the latter has the most merit and is recognized by most municipalities as the better option. In “outsourcing” the management through an appointed board, the Council retains some oversight of the individuals making the decisions on the TIF funds, but does so at an arms length, there- fore being protected from making politically-driven decisions. Appointed board members may include property owners, retail establishments, business of- fices located in the geographic area, residential ten- ants and owners, developers with an interest in the area, construction entities with an interest in the area, property management firms, and banks. • Types of increment captured: In TIF, incremental revenue is the new tax revenue generated as the re- sult of new development, or redevelopment, within a project area. Most state statutes permit the capture of incremental property tax revenue. Additionally, the capture of other incremental revenues (e.g. sales tax increment, utility tax increment, earnings tax increment) is permitted by some state statutes and can provide added value in a TIF area. This is true in Colorado, and a majority of communities utilizing TIF in Colorado (and nationally, where allowed) find that including incremental sales tax revenue is an important driver of success in a district, and helps to quantify the economic development aspect of TIF. • Project-specific TIF vs. TIF District: The City of Fort Collins has determined that while the entire UrP area was formally created in 2011, they will only turn on the TIF “clock” for certain parts of the Midtown Corridor when large-scale development projects are ready in those areas. There is some debate over whether this is the most efficient approach, or whether it stymies development in other areas, when it could be catalyz- ing development all along the district. 8. Implementation Strategy 8-7 public review draft Project-Specific TIF Project-specific TIF is generally used when a single proj- ect or single piece of property is targeted for a fundable project. The project-specific approach is typically ap- plied when there is a specific user for the TIF. These TIFs tend to be less complicated transactions and result in a cleaner process since fewer parties are involved. Funds derived typically go towards the public improvements necessary to help make the project feasible (e.g. park- ing garages, infrastructure, sewer/water improvements). The funds are also used to help buy-down the cost of land for a developer and, in some cases, allow the jurisdiction to purchase land and lease it back to a developer as part of an agreement. As a practice, the project-specific ap- proach should be used as a complement to other finance mechanisms addressing the greater community. Pros • Fewer participants. • Achieved faster than district-wide. • Land often under con- trol of a single owner. • Rarely involves emi- nent domain or other legal challenges. • Able to allocate re- sources on a project- by-project basis. • Alleviates some risk and commits fewer fi- nancial resources from the City. • Very effective in provid- ing gap financing for a particular improvement – a single project can be the catalyst for turn- ing an entire neighbor- hood around Cons • Carries more risk – suc- cess relies on one user (critical to have a reli- able feasibility study). • Projects are smaller, therefore they do not necessarily account for the long-term vision. • Pose difficult credit hurdles for bond inves- tors because the sole security for the bonds is the payment of taxes by one property owner. • Can be seen as unfair development advan- tage by other property owners, business own- 8-8 Fort Collins Midtown plan public review draft District-Wide TIFs This approach is traditionally applied when a large area of land or entire neighborhood is targeted for redevel- opment. The district can encompass a mix of land uses and may include property that is not part of the rede- velopment plan. Communities use this approach to help eliminate blight and deterioration in larger areas, usu- ally with the intent of changing the character or nature of the community by reversing or arresting the factors that contribute to its continued downward slide. Funds typically support major infrastructure projects such as roads, traffic lights, landscaping of public areas, parks, parking and other public benefits. Sometimes this ap- proach is applied speculatively using the “if you TIF they will come” methodology. This approach also helps to support infrastructure investment and preparation of “ready-to-go” sites. pros • Can have lasting and transformational ben- efits – when a com- munity commits to re- developing an entire neighborhood, busi- nesses can locate and expand in that area with confidence that their investments have the backing of a public partner. • Lends itself to land assembly, allowing a community to piece to- gether properties large enough to attract a business or institution capable of driving eco- nomic development and neighborhood re- vitalization. Cons • Can raise suspicions of gentrification and feeling that the local government wants to drive long-time prop- erty owners out. • When not used in a ju- dicious and consistent manner, it can cause the community to stand against reinvestment plans they might oth- erwise support. • Can be frustrating for property owners and developers outside the TIF area, leading them 8. Implementation Strategy 8-9 public review draft As TIF continues to evolve, many states have recently made changes to their use of TIF to best reflect the needs of the states and communities within their jurisdiction. Given the recent/current investment and development requirements, speculative products are generally un- financeable, appraisals are unpredictable and unfavor- able, and there is less financing available per dollar of project cost. Thus, fewer projects are getting done and many that do are requiring some form of public/private financing, and creativity within both sectors is critical to keeping investment happening. Thus, TIF has become ever more important in incentivizing community redevel- opment. As such, the focus of TIF use of late has been on: • Flexibility on real estate product types/land uses. • Understanding true market niches. • Delivering infrastructure and development-ready sites. • Careful underwriting and structuring. • Taking measured risks. Fort Collins would be well-served to think more entre- preneurially about TIF use going forward, and creating policies that better support the vision and goals set forth in this plan. Recommendation: considering a sales tax increment While Colorado law allows for both the collection of property tax increment and sales tax increment, Fort Collins decided to only utilize the property tax option in Midtown. This was a determination of the Fort Collins City Council who was sensitive to the important role sales tax plays in funding other City programs. However, sales tax increment is commonly utilized in other UrAs and to great success, particularly in a retail-driven area. The concept is to invest now, to generate more later. Fort Collins would be diverting small amounts of incremental revenue now, and would reap the rewards of that once the district expires. Ultimately, if the case can be made that utilizing sales tax increment to incentivize the de- velopment of new businesses (which would bring in even more sales tax), then using this source of funds could make a lot of sense. 8-10 Fort Collins Midtown plan public review draft Business improvement District A BID is a quasi-governmental entity that is a public- private partnership between government and the pri- vate sector to foster the growth of commercial districts. This special district assessment tool allows property owners in a defined commercial area to collectively fund and manage enhanced services – above and beyond those provided by the government. property owners within a defined area assess themselves to finance improvements that will benefit everyone in the area. Construction bonds may be issued based on the income stream projected from the assessment. This tool enables construction of improvements that can benefit a broad area. While government must formally establish the BID, private sector stakeholders determine all choices about district boundaries, assessment rates, budget, and ser- vice delivery. The BID tool is focused on people managing place, together. In Midtown, the BID could be used to: • Construct enhanced streetscapes and sidewalks. • Install information signs/gateway improvements. • Enhance private street-like drives. • Support construction of structured parking that can be used by the community. • Develop and manage a civic plaza. Some considerations include: • The Process: once appropriate petition thresholds are met, the BID goes to City Council, where a public hearing on the matter is held and an official vote to form the BID and establish a creation ordinance is taken. In Colorado, BID creation is also subject to a TABor (The Colorado Taxpayers Bill of rights) vote. • Who is assessed: Per BID legislation, the property owners in a district are the ratepayers. once a BID is created, the levy is placed on the property owner’s tax bill and collected in this way. The BID assessment is mandatory once charged, and the BID body has the power to place a lien on property if the BID assess- ment is not paid. 8. Implementation Strategy 8-11 public review draft • BID governance: Because BIDs are considered a quasi-governmental entity, and the local government is involved in the formal creation of the BID, they also have some influence in the governance of the BID. When the BID is established, a BID Board is appointed to oversee the funds. The Board must go to City Coun- cil for approval. This was originally done to ensure that government had some level of control in who was making decisions about how the BID operated. This has also led to conflicts in locations where the Council chooses to exert (sometimes) unnecessary influence over the BID creation. over the years, BID bodies and local governments have, for the most part, learned to work together cooperatively to ensure that the needs of those who are paying – the stakeholders – are met when the governance is established. • Term/life of a BID: Colorado BID legislation allows for perpetual districts, or BIDs that never ‘sunset’. This was done in order to allow BIDs longer periods of time to generate funds, and invest in larger-scale projects for which bonding or loans (and thus time to repay those bonds or loans off) was necessary. However, a BID may establish its own “term” or life after which time it must go through the BID creation process all over again. • TIF and BIDs: In many communities, BIDs are formed as an additional financing option and can be overlaid with TIF to enhance the attractiveness of development in a certain area. BIDs are among the most common special district tools utilized, although other special districts (transportation districts, local improvement districts, maintenance districts, etc.) may also be uti- lized. When new taxes or assessments are imposed via a special district (such as a BID) that also hap- pens to fall within a TIF area, 100 percent of those taxes, can be collected and utilized by the BID body. no “base” is excluded from the revenue stream as happens with TIF in other circumstances. 8-12 Fort Collins Midtown plan public review draft capital improvement projects each year, the City may allocate a portion of its General Fund toward implementation of public-sector improve- ments, like rights-of-way and parks improvements. It is best suited for projects that can be completed within a single year or that can be phased without a multi-year commitment. For example, a limited portion of sidewalks may be constructed each year, or a fixed number of street furnishings may be acquired annually. These funds are well suited for improvements that benefit the community at large. This tool is especially useful for projects that must move quickly. It does require establishing some projects within the annual CIP plan. These funds may be used for an initial design phase of a planned CIP and they could be used as a contribution to larger projects, such as the construction of parking facilities, when joint ventured with private development or a not-for-profit organization. general oBligation BonDs These are funded by an assessment. Income from the property tax assessments is used to retire the bonds. These are generally used for larger projects. They should be considered for: • Construction of a performance space • Major park or civic plaza • As an alternative for parking structure funding • Some street improvements grants Some key grants may be awarded by federal, state and local agencies for public improvements that fit within the guidelines of specific programs. others may come from private foundations, typically for smaller projects. private investment The greatest source of investment will be the private sec- tor. Private investment will be encouraged by adoption of the plan and will be further stimulated by regulatory and financial incentives that may be available from time to time. 8. Implementation Strategy 8-13 public review draft PrIorITIeS For IMPLeMenTATIon prioritization process anD criteria recommendations for prioritization of improvements appear in the follwing criteria. Prioritization should be considered to be dynamic and should be revised, when necessary, in response to plans and projects by other agencies and individuals that may present opportunities to combine efforts and maximize benefits. In general, the community should set a high priority on an improvement when it can help support private devel- opment that is consistent with the vision and economic development goals of Midtown. However, there will still be times when decision-makers need to reassess the priority of a recommended action or one of the tasks necessary to implement it. When this occurs, the City should use the following criteria. Proj- ects that meet several of the criteria should be given the highest priority for near-term implementation. The following criteria mostly apply to private devel- opment projects, although some public improvement projects are mentioned. The public sector should use these priorities when assessing applications for private projects. El Monte’s is a great example of a project that is consistent with project goals and visions, such as providing amenities such as outdoor seating, beautiful landscaping and a pleasant aesthetic. View of El Monte’s sidewalk cafe seating. 8-14 Fort Collins Midtown plan public review draft Financing Criteria F1. The project will generate funds to cover portions of development costs. (For example, resulting uses will generate rental income or sales tax revenues.) F2. The project will leverage investment from other sourc- es. (For example, property owners will finance a portion of sidewalk construction costs through an assessment program (BID) or tax increment mechanism. F3. Grant funds are available to cover portions of devel- opment costs. F4. The project fits within a larger capital improvement project, such that cost savings will be realized. (For ex- ample, sidewalks could be constructed when a street is to be repaved.) F5. Funding for maintenance of the improvement is avail- able. (This is an important consideration for streetscape, gateways and parks improvements.) location Criteria L1. The project will have high public visibility. (It will be visible from the MAX line, or from College Avenue.) L2. The project is located within 1,000 feet of a MAX station. L3. The project is located within 50 feet of a publicly accessible walkway, which links to the Midtown circula- tion system. ownership and project Control Criteria o1. The project is under the appropriate ownership or control. (The owner planning to make the improvements already owns the property.) o2. The project ownership or control can be acquired with reasonable effort. (Assembly is limited to a few parcels, with willing sellers identified.) L.3 - priority will be given to projects that are directly linked to the larger Midtown circulation system by way of a publicly accessible walkway. F.2 - Some projects may leverage funds from other sources to construct part of a sidewalk, add more public amenities and landscaping, etc. 8. Implementation Strategy 8-15 public review draft public Benefits Criteria B1. The project will provide a direct benefit to local residents. (It provides needed services and amenities.) B2. The project will serve multiple users or interest groups. (For example, an outdoor plaza that may be used by local residents as well as visitors and that may be used for civic celebrations.) relationship to other projects r1. The project will connect to existing public improve- ments. (For example, extension of an existing sidewalk into adjoining blocks.) r2. The project will enhance existing improvements and will not cause other desired improvements to become obsolete. (It will not block the future implementation of a key plan concept, such as an internal street extension.) r3. The project provides opportunities to connect with other future public improvements. (It is consistent with other anticipated phased projects.) r4. The project will function well upon its completion and later phases of construction are not required for this phase to perform adequately. (even if the project is to be phased, this phase can “stand alone.”) Compliance with other Community plans and ad- ministration P1. The project will help to accomplish broader goals of the community. P2. The project fits within work plans of Midtown orga- nizations and city departments. P3. Adequate administrative oversight is available for the project. B.1 - Projects like grocery stores, which have a direct benefit to local residents, will be made a priority. B.2 - a project that serves multiple users or interest groups shall have priority. A cafe seating/public plaza is a great example of a flexible space that serves multiple users. 8-16 Fort Collins Midtown plan public review draft action plan The following matrices summarize the key public sector action items recommended for implementing the Midtown Plan. The action item, a description of it, and the lead agencies associated with completing the actions are listed. The action items are categorized in the following priority setting: • on-Going Actions • Short-Term Actions (2014-2015) • Medium-Term Actions (2-4 years after Plan Adoption) • Long-Term Actions (4+ years after Plan Adoption) This matrix serves as a starting point for planning ex- ecution of these specific improvement activities, but it should be understood that changing conditions and new information or opportunities will affect specific recom- mendations. 8. Implementation Strategy 8-17 public review draft Action  Item Description Responsibility Engage  Stakeholders  to  Foster Redevelopment Continue  to  meet  with  the  South  Fort  Collins  Business  Association,  property  owners,  developers,  and  other  community stakeholders  to  promote  Midtown's  redevelopment  potential. City Implement  Midtown  Plan  Vision  for Streets,  Streetscapes,  Intersections,  and Site  Design As  redevelopment  occurs,  consult  this  Plan  in  conjunction  with  other  regulatory  documents  when  determining  the  desired approach 8-18 Fort Collins Midtown plan public review draft SUMMAry PoInTS implementation strategy • A Coordinated Effort • Community should be both proactive in leading efforts to implement the Plan, and also be respon- sive and react to new opportunities and changing conditions as they arise. Both public and pri- vate sectors must share in the responsibility of implementation, e.g. funding. • Implementation tools • TIF • BID • Capital Improvement Projects • General obligation Bonds • Grants • Private Investment 1 Transit Oriented Development (TOD) Parking Follow-up from May 10, 2013 P&Z Worksession June 14, 2013 Summary of May 10 Discussion The Planning and Zoning (P&Z) Board expressed concern about the lack of minimum parking requirements for multi-family dwellings in the TOD Overlay Zone. Members of the Board felt that residential projects may not be providing adequate parking to meet the anticipated demand and that there could be spillover impacts on residential neighborhoods. While it was acknowledged that the infrastructure to support lower parking ratios – including MAX, enhanced pedestrian and bicycle facilities, etc. – were planned but not yet in place, Board members felt that the issue needed to be examined further, and some felt that it was imperative for developers to secure additional parking even with those future infrastructure improvements. The vision for TOD, as expressed in City Plan and implemented in the Land Use Code (LUC), is for denser infill redevelopment supported by high frequency transit, mixed-use, and pedestrian facilities. The purpose behind the removal of minimum parking requirements for commercial projects citywide was to acknowledge that the amount of parking may be best determined by the private marketplace, rather than a one-size-fits-all parking requirement. For residential projects in the TOD, the purpose for removing parking minimums was based on the same premise, but was also intended to account for increased transit usage, bicycling, walking, and convenience of services. In addition, it was intended to lessen the amount of surface parking in order to increase land use intensity and to ensure that these places are more pedestrian-friendly. The P&Z Board expressed concern that, simply based on marketplace conditions, developers will rely on public infrastructure such as on-street parking and thus be subsidized by other developments in the area that were required to provide off-street parking. Additionally, the use of on-street parking does not necessarily alleviate the lack of capacity for the anticipated parking demand. Off-site parking and/or shared parking structures may be necessary to address needed capacity. The limited data, based on a one-day observation, provided by staff and reviewed by the Board showed that there is not a current parking problem driven solely by multi-family projects in the TOD. However, there is at least one area – north of CSU between Laurel and Mulberry streets - where multi-family projects contribute to the parking issue with commuter traffic and the high occupancies of single family homes. In addition, there may be current and future projects that are unable to meet their parking demand, such as The Summit (Choice Center). Further data will need to be collected in order to understand the year-round impact that spillover and commuting traffic have on neighborhood streets. As a result of the discussion, the Board asked staff to draft a Problem Statement and a list of options for its review and discussion. Planning, Development and Transportation Services Current Planning 281 North College Ave. P.O. Box 580 Fort Collins, CO 80522-0580 970.221.6750 970.224.6134 - fax fcgov.com/currentplanning 2 Problem Statement The vision expressed in City Plan and implemented in the Land Use Code (LUC) is for concentrated higher density housing and mixed-use development supported by investment in infrastructure including high-frequency transit, streetscape and urban design improvements, and pedestrian and bicycling facilities. The removal of minimum parking requirements for multi-family development within the TOD Overlay Zone is premised upon the full implementation of these infrastructure investments. While progress is being made on those investments, the full system is not yet in place. In the meantime, the limited parking for multi-family development, combined with commuter traffic, could cause spillover parking into existing neighborhoods. To reduce the impacts from spillover on neighborhood on-street parking, address the demand for parking capacity, and reduce parking demand, the following strategies could be implemented: Parking Capacity • Require minimum parking requirements in the TOD Overlay Zone. • Require a Parking Impact Study (PIS) to determine parking demand. • Create a parking district that would facilitate the creation of parking infrastructure. • Require off-site parking storage. Spillover Parking • Create a neighborhood parking permit program (currently being created) • Impose time limits for parking on public streets in affected areas (like Mantz). Parking Demand • Require mitigation measures to reduce parking demand (e.g., require purchase of bus passes, enhanced bike facilities, implement car share and bike share programs). • Expand support for high-frequency transit. • Support TOD with mixed-use development including residential, employment, and commercial services. 1 Mixed-Use Planning & Zoning Board Worksession June 14, 2013 Introduction: The Planning and Zoning Board has requested that staff prepare information to discuss mixed-use development as it relates to the Land Use Code (LUC). More specifically, whether the provisions for Mixed-Use in the LUC are generating the desired outcome or is the city getting mixed-use development that is token in nature. Background: Some recent development proposals that meet the current definition of Mixed-Use have provided a disproportionate mix of uses. Typically, this has been a very high percentage of residential with a small retail/commercial component. Therefore the question has been posed that if the vast majority of a development is comprised of multi-family dwellings but has a token retail space; does it have the same impact as a multi-family project or a mixed-use project? Project Mix of Uses Max Flats* (Total: 77,000 s.f.) Residential: 62,461 s.f. (64 units) 81% Retail: 1,439 s.f. (1 unit) 1.9% Parking: 13,100 s.f. (39 spaces) 17% Prospect Station* (Total: 51,929 s.f.) Residential: 39,622 s.f. (47 units) 76% Retail: 1,041 s.f. (1 unit) 2% Parking: 11,266 s.f. (19 spaces) 12% *Project includes structured parking within the building. Mixed-Use Dwelling is considered a stand-alone land use and is permitted differently and has different development standards than Multi-Family Dwellings. Mixed-Use (without residential) is not considered a stand-alone land use but is permitted according to the most stringent of the proposed uses in the mix. Land Use Code: Article 5 – Definitions Mixed use shall mean the development of a lot, tract or parcel of land, building or structure with two (2) or more different uses including, but not limited to, residential, office, retail, public uses, personal service or entertainment uses, designed, planned and constructed as a unit. (Proposed change with 2013 annual LUC revisions) Mixed use shall mean the development of a lot, tract or parcel of land, building or structure with two (2) or more different uses, including, but not limited to, residential, office, retail, public uses, personal service or entertainment uses, (but not including accessory uses), designed, planned and constructed as a unit. Planning, Development and Transportation Services Current Planning 281 North College Ave. P.O. Box 580 2 Dwelling, mixed-use shall mean a dwelling that is located on the same lot or in the same building as a nonresidential use. (Proposed change with 2013 annual LUC revisions) Dwelling, mixed-use shall mean a dwelling that is located on the same lot or in the same building as a nonresidential use, but not including accessory uses. Dwelling, multi-family shall mean a dwelling containing three (3) or more dwelling units, not including hotels, motels, fraternity houses and sorority houses and similar group accommodations. Article 4 – Districts (Type 1/Type 2 threshold language per LUC revision, Nov. 20, 2012) *Any residential use consisting in whole or in part of multi-family dwellings that contain more than fifty (50) dwelling units, or more than seventy-five (75) bedrooms. Zone District Multi-Family (≤50 Units, or ≤75 Bds.) *Multi-family (>50 Units, or >75 Bds.) Mixed-Use Dwelling L-M-N Type 1 (<8 du/bldg.) Type 2 (>8 du/bldg.) Type 1 M-M-N Type 1 Type 2 Type 1 H-M-N Type 1 Type 2 Type 1 D (Old City Center) BDR Type 2 BDR D (Canyon Ave.) Type 2 Type 2 Type 1 D (Civic Center) Type 2 Type 2 Type 1 R-D-R Type 1 Type 2 Type 1 C-C Type 1 Type 2 Type 1 C-C-N Type 1 Type 2 Type 1 C-C-R Type 1 Type 2 Type 1 C-G Type 1 Type 2 Type 1 Cac C-G - - Type 1 C-S Type 1 Type 2 Type 1 N-C Type 2 Type 2 Type 1 C-L BDR/Type 1 Type 2 Type 1 H-C Type 2 Type 2 Type 1 E Type 2 Type 2 Type 1 I - - Type 1 3 Article 3 – General Development Standards 3.5.3 Mixed-Use, Institutional and Commercial Buildings (A) Purpose. These standards are intended to promote the design of an urban environment that is built to human scale to encourage attractive street fronts and other connecting walkways that accommodate pedestrians as the first priority, while also accommodating vehicular movement. 3.8.30 Multi-Family Dwelling Development Standards (A) Purpose/Applicability. The following standards apply to all multi-family developments and are intended to promote variety in building form and product, visual interest, access to parks, pedestrian-oriented streets and compatibility with surrounding neighborhoods. Multi-family developments in the Transit-Oriented Development (TOD) Overlay Zone are exempt from subsections (B), (C) and (E) of this Section. Article 3 - Comparison of Multi-Family and Mixed Use General Development Standards Section 3.5.3 Mixed-Use Section 3.8.30 Multi-Family Dwelling Purpose Promote Human scale, Attractive Street Fronts and Connecting Walkways, Pedestrian Priority while accommodating for the vehicle Purpose Promote Variety, interest, access to parks, pedestrian-oriented and compatibility with neighborhood Relationship of Buildings to Streets, Walkway and Parkway Build-To Lines Mix of Housing Types Provide Variety in housing types Variation in Massing Horizontal Massing minimums, Articulating Entrances Access to a Park, Central Feature or Gathering Place Require dwellings to be within one-quarter mile of a park Character and Image Minimum Wall Articulation, Human scale facades, Defined Entrances, Awnings, Base and Top Block Requirements Create block 7 acres in 4 City Plan Community and Neighborhood Livability and Sustainability: Mixed-use is mentioned in two of the three elements of sustainability. Economy A mix of land uses (housing, retail, employment, etc.) provides opportunities to grow and diversify the economy throughout the community and for citizens to meet their retail and services needs in a variety of locations. A mix of housing options throughout the community also accommodates residents of all income levels in the city near places of work or other activity centers. Emphasis on infill and redevelopment allows for the reuse and more efficient use of existing infrastructure and captures the value of embodied energy and resources, which can provide cost savings for developers and the City as well as reducing its carbon footprint. Finally, an attractive community is related to the economy in that it helps make the community more appealing and valuable to businesses, visitors, and residents. Human Community and neighborhood livability is related to human well-being in that a mix of land uses and housing and transportation options provide opportunities for citizens to be self-sufficient and to live, work, and travel within the community. Additionally, focus on growth management and compatible infill and redevelopment help to ensure that citizens can expect adequate City services and compatibility as growth occurs. City Plan Policies addressing mixed-use (not district-specific): Policy LIV 5.1 – Encourage Targeted Redevelopment and Infill Encourage redevelopment and infill in Activity Centers and Targeted Infill and Redevelopment Areas identified on the Targeted Infill and Redevelopment Areas Map (See Figure LIV 1). The purpose of these areas is to: • Concentrate higher density housing and mixed-use development in locations that are currently or will be served by high frequency transit in the future and that can support higher levels of activity. Policy LIV 7.1 – Encourage Variety in Housing Types and Locations Encourage a variety of housing types and densities, including mixed-used developments that are well-served by public transportation and close to employment centers, shopping, services, and amenities. Principle LIV 31: Each commercial District should feature a mix of uses and an attractive and inviting public realm that encourages pedestrian activity, reinforces the unique identify of the District, and complements the scale and character of surrounding neighborhoods. Policy LIV 31.1 – Relationship of Commercial District Uses Organize uses in Commercial Districts to support existing and planned transit and promote pedestrian activity: • Encourage a vertical mix of uses or a combination of vertically and horizontally mixed uses based on site size, access, adjacent uses, and the overall development context. Seek to locate active uses, such as retail shops and restaurants at the ground level to provide pedestrian interest. • Concentrate active uses and vertical mixed-use portions of a Commercial District at key intersections, near existing or planned transit stops, or near major public spaces to increase visibility and promote pedestrian activity. 5 Summary/Discussion: Mixed-use developments are encouraged in City Plan and incentivized in the Land Use Code (LUC). This is because mixed-use developments are recognized as ideal for infill and redevelopment, create an active pedestrian environment that are less auto- dependent; yet they are challenging to develop due to financing hurdles, market segmentation, and lack of critical mass. Even with the procedural incentives in the LUC the city is not receiving mixed-use development proposals as envisioned in City Plan. Mixed-Use Dwelling and Mixed-Use are broadly defined in the LUC with no minimum mix of uses required. Nor does Mixed-Use (without residential) require the various uses to be in the same structure but may be placed on the same lot. Mixed-Use Dwelling is acknowledged as a desired land use through process incentive by permitting it as a Type 1. However, the recent LUC revision that creates a threshold for Multi-Family Dwellings (with more than 50 units or more than 75 bedrooms) to be permitted through the Planning and Zoning Board (Type 2) has the following language clause that requires Mixed-Use Dwellings to also comply with the threshold: “Any residential use consisting in whole or in part of multi-family dwellings…” Additionally, proposed with the 2013 annual LUC revisions, is the removal of Accessory Uses from the uses that may contribute to a development being considered Mixed-Use or Mixed-Use Dwelling. Currently, the development standards in LUC Sec. 3.5.3 are being applied to all mixed-use projects. The standards “promote the design of an urban environment that is built to human scale to encourage attractive street fronts”. While the development standards in LUC Sec. 3.8.30 are applied to multi-family projects. These standards “promote variety in building form and product, visual interest, access to parks, pedestrian-oriented streets and compatibility with surrounding neighborhoods.” These two sections of the LUC address distinctly different forms of development. The mixed-use standards (3.5.3) seek to develop a building that is dense, street/sidewalk fronted, and activates the pedestrian environment; such as Max Flats or Prospect Station. Conversely, the multi-family standards (3.8.30) seek to develop a pedestrian-oriented residential neighborhood that has open space and housing variety; such as The Grove or The Crowne on Timberline. Discussion Questions: 1. Should a minimum mix of uses be considered when defining Mixed-Use and Mixed-Use Dwellings? 2. Does the process change that creates a threshold to require a Type 2 hearing remove the incentive to develop Mixed-Use Dwellings? 3. Which section of Article 3 is most appropriately applied to Mixed-Use Dwellings that consist mostly of multi-family residential, 3.5.3 (Mixed-Use) or 3.8.30 (Multi- Family)? size and Require building frontage Buildings Allowance for increase in height, No setback to the Right-Of-Way Design Standards 25’ Buffer from single- family, Provide Variety in buildings, Color, Visible entrances, Roof line standards, Minimum wall articulation, Variation in Color and Materials Fort Collins, CO 80522-0580 970.221.6750 970.224.6134 - fax fcgov.com/currentplanning  for  streets,  streetscapes,  intersection  and  site  design.  See  Chapters  3  and  4,  along  with  the  street  cross  section appendix  document  for  details. Private  Development,  City Create  a  Business  Improvement  District The  City  should  work  in  conjunction  with  the  South  Fort  Collins  Business  Association  (SFCBA)  to  create  a  Midtown  Business Improvement  District  (BID).  Creating  the  BID  is  a  process  that  could  take  up  to  two  years  to  complete;  therefore,  work  should  begin immediately  after  Plan  adoption  on  this  item. EHO,  SFCBA Update  Urban  Renewal  Authority  (URA) Policies The  URA  is  in  the  process  of  updating  its  policies  to  reflect  more  sustainable  building  requirements  for  future  URA  projects. Adoption  of  the  revised  policies  is  anticipated  to  occur  simultaneously  with  this  Plan. EHO Amend  the  Land  Use  Code By  and  large,  the  Land  Use  Code  is  consistent  with  the  vision  for  Midtown,  particularly  within  the  Transit  Oriented  Development (TOD)  Overlay.  However,  there  are  several  adjustments  to  be  considered  to  better  align  regulations  with  vision,  including: *  Consider  MAX  Guideway  as  public  right-­‐of-­‐way *  Definition  of  plaza/outdoor  dining *  Height  specifications *  Address  4-­‐sided  architecture *  Large-­‐format  retail  standards  in  TOD *  Which  streets  should  be  primarily  addressed *  Utility  easements  on  arterials *  Open  space  requirements *  Minimum  density  requirements  near  MAX  stations *  Maximum  parking  requirements  for  residential  development Planning Implement  Parking  Strategies *  Encourage  shared  parking  and/or  car  share  programs *  Require  new  development/redevelopment  to  providing  a  Parking  Impact  Study  (PIS) *  Explore  locations  for  a  parking  structure Planning,  Parking Establish  Bike  Sharing  Program A  task  force  has  been  created  to  establish  the  next  generation  of  bike  share  to  Fort  Collins.  A  fully  integrated  bike  share  program could  be  a  great  asset  to  Midtown. Transportation  Planning Implement  Transfort  2014  Route  Changes Transfort  is  in  the  process  of  evaluating  potential  route  changes  in  2014  that  would  better  integrate  and  support  MAX. Transfort Complete  College  Avenue  Boulevard  Study Based  on  the  vision  for  College  Avenue  established  in  Chapter  3,  this  study  will  evaluate  design  alternatives  for  College  Avenue. Transportation  Planning Repaving/Maintenance  of  College  Avenue The  Colorado  Department  of  Transportation  (CDOT)  plans  to  repave  College  Avenue  beginning  in  2014.  While  that  will  be  the responsibility  of  CDOT,  the  City  should  also  coordinate  any  improvements  specified  in  this  Plan  that  could  be  completed simultaneously  as  the  repaving  to  minimize  disturbance  to  the  public. CDOT Improve  Troutman  Pkwy Design  and  construct  improvements  to  Troutman  Pkwy  to  better  accommodate  multi-­‐modal  traffic. Transportation  Planning, Engineering Construct  Pedestrian  Underpass  at  Foothills In  conjunction  with  the  Foothills  Mall  redevelopment,  a  pedestrian  underpass  will  be  constructed  just  south  of  Foothills  parkway. This  is  a  key  transportation  link  for  bikes  and  pedestrians  from  MAX  to  the  new  shopping  center. Private  Development Explore  Location  Options  for  Large  Civic Facilities Chapter  5  of  the  Plan  speaks  to  the  need  for  one  large  civic  facility  in  each  of  Midtown's  subareas.  The  location  of  the  civic  amenity for  Central  and  Lower  Midtown  will  need  to  be  coordinated  proactively,  or  through  negotiations  with  large-­‐scale  redevelopment. EHO,  Planning Implement  Parking  Strategies *  Parking  District *  Parking  impact  fee *  Residential  permit  program Parking,  Planning,  EHO Install  Signage/Wayfinding Coordinate  the  design,  purchase,  installation,  and  maintenance  schedule  for  Midtown  signage.  See  Chapter  4  of  the  Plan  for  details. EHO,  Planning Establish  a  Community  Development Corporation  (CDC) Work  with  the  SFCBA  and  other  stakeholders  to  establish  a  CDC  that  could  provide  development/redevelopment  assistance  in Midtown. EHO,  SFCBA Construct  Pedestrian  Promenade As  redevelopment  occurs,  implement  the  pedestrian  promenade  between  Spring  Creek  Station  and  Horsetooth  Station.  See  Chapter 3  of  Plan  for  ideal  cross  section. Private  Development,  City Implement  Transfort  Strategic  Operating  Plan Phase  3  Transit  Improvements Phase  3  recommends  additional  transit  growth  in  Fort  Collins  including  longer  service  hours  and  limited  Sunday  service  as  well  as expansion  of  regional  service  to  Denver,  Boulder,  Berthoud  and  Longmont.  This  phase  transitions  to  a  full  grid  network  in  Fort Collins  and  significantly  increases  peak  headways  across  the  entire  transit  network. Transfort Improve  Major  Intersections *  Prospect  Road  Gateway *  Horsetooth  Road *  Drake  Road Capital  Projects Storefront  Improvement  Program The  Urban  Renewal  Program  began  a  Storefront  Improvement  Program  for  the  North  College  urban  renewal  area  in  2013,  and  a similar  Program  should  be  explored  for  portions  of  Midtown  where  tax  increment  financing  Districts  are  collecting  sufficient  revenue. URA SHORT-­‐TERM  ACTIONS  (2014-­‐2015) MEDIUM-­‐TERM  ACTIONS  (2-­‐4  YEARS  AFTER  PLAN  ADOPTION) LONG-­‐TERM  ACTIONS  (4+  YEARS  AFTER  PLAN  ADOPTION) Midtown  Plan  Implementation  Actions ON-­‐GOING  ACTIONS to wonder why the same type of assistance is not available for their projects – being ex- plicit about rationale becomes important. ers and developers. • May fail to address un- derlying blight issues and can lead to single- element improvements that don’t benefit the entire community. and other community- improvement projects. This Plan does not emphasize public ac- quisition of property. However, if acquisition of any private land, buildings or other fa- cilities is needed to implement a specific project, it would be on the basis of a “willing buyer, willing seller” arrangement. CSU Veterinary School PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH U U U U U U DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE Colorado Division of Wildlife CSU Veterinary School PROSPECT SPRING CREEK DRAKE U U U U U MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE E LANDINGS DR DRAKE RD COLUMBIA RD STUART ST COLLEGE AVE Youth Activity Center Main Post Office CSU Veterinary School SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN HARMONY U U U U U U MONROE SWALLOW RD HORSETOOTH RD TTAN AVE DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE Colorado Division of Wildlife Youth Activity Center CSU Veterinary School PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH U U U U U U Midtown Fo MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLLEGE AVE Youth Activity Center Main Post Office DRAKE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER U U U MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY JOHN F KENNEDY PKWY MANHATTAN AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE Colorado Division of Wildlife Youth Activity Center Main Post Office CSU Veterinary School PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN U U U U U U U Upper Midtown - Creekside Park Central Midtown - Urban Plaza Lower Midtown - Urban Park Note: these are general locations and more analysis will be needed before selecting final locations. SOUTH TRANSIT CENTER Legend Gateway Monumentation Sub-Area Identification Directional MAX Directional Pedestrian Informational Mobile-Enabled Informational Key Streetscape Node MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE Colorado Division of Wildlife Youth Activity Center Main Post Office CSU Veterinary School PROSPECT SPRING CREEK DRAKE SWALLOW HORSE TOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER Legend Gateway Monumentation Sub-Area Identification Directional MAX Directional Pedestrian Informational Mobile-Enabled Informational Key Streetscape Node DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE Colorado Division of Wildlife CSU Veterinary School PROSPECT SPRING CREEK DRAKE Legend Gateway Monumentation Sub-Area Identification Directional MAX Directional Pedestrian Informational Mobile-Enabled Informational Key Streetscape Node DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE Colorado Division of Wildlife CSU Veterinary School PROSPECT SPRING CREEK DRAKE Legend Gateway Monumentation Sub-Area Identification Directional MAX Directional Pedestrian Informational Mobile-Enabled Informational Key Streetscape Node • Landscape & Lighting signage & wayfinding • Gateway Art Poles • Sub-Area Identification & Business Signs • Directional/Informa- tional Pole Signs • MAX Directional Signs • Pedestrian-Scaled Signs Landscapes could be displayed in a combination of new punched steel and the existing concrete planters that are on Harmony Rd. MAX Guideway MAX Station College Avenue Corridor Gardens Theme Highlights Arts Theme Highlights Technology Theme Highlights Gardens Theme Area Arts Theme Area Technology Theme Area Lower Midtown Central Midtown Upper Midtown Upper Midtown, from Prospect Road to just north of Swallow Road, is suggested to have a “gardens” theme. The theme is branded by a leaf pattern (seen to the right). Parks like Creekside Park and Spring Park are wonderful amenities that should be highlighted as major destinations for this area. Also, the CSU flower trial garden is a fantastic natural amenity. Departments such as the Colorado Di- vision of Wildlife and U.S. Forestry Service also add to the natural, garden theme. Central Midtown - Arts Central Midtown, from just north of Swal- low Road to Bockman Drive, is suggested to have an “arts” theme. The theme for Central Midtown is branded by the curly- cue pattern to the right. This theme was derived from the high activity of entertainment and arts that this area has to offer. The Foothills Mall is and will continue to be a major draw for the area and one that Central Midtown should also capitalize on. Central Midtown should use this theme to encourage more arts-like activities and amenities for the area. Lower Midtown - Technology Lower Midtown, from Bockman Drive to Fairway Lane, is suggested to have a “technology” theme. This theme is brand- ed by the icon of an arrow. The theme for Lower Midtown was derived both from the services that are currently offered here, and also because this area is seen as a potential breeding ground for high-tech com- panies and start-ups that might want to locate adjacent to the MAX line. Existing buildings in this location, and adjacent to MAX, are ripe for this type of redevelopment. *Note that these are suggested icons and themes based on discussion and feedback with the community. Further design detail may warrant a different icon or theme, or variation of the ones suggested here. A V E W HARMONY RD W HORSETOOTH RD RIVE R S I D E A V E E HORSETOOTH RD BETH ST REMINGTON ST E HARMONY RD S MA SO N S T E M ULBERRY ST W LAUREL ST W MOUNTAIN AVE B O ARD W AL K DR 9TH ST S HOWES ST ROAD 38E N MASON ST S LEMAY AVE S MASO N S T City of Fort Collins Transit-Oriented Development Overlay Zone / d Growth Management Area TOD Overlay Zone 0 0.25 0.5 1 Miles January 15, 2013 The TOD Overlay Zone encom- passes all of Midtown Parking Plan Fort Collins offers strategies that could be repli- cated in Midtown. U U MAX Guideway Proposed Pedestrian Promenade PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER O U U MONROE HORSETOOTH RD VE Colorado Division of Wildlife Youth Activity Center CENTER AVE COLLEGE AVE SWALLOW RD DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CSU Veterinary School U U U U U Legend Midtown Plan Area (darker aerial area) Proposed Cycle Track Proposed Intersection Improvement Proposed Shared Facility (Sharrows along Frontage Rd.) or Cycle Track Existing Underpass Future Grade Separated Crossing Existing Multi-Use Path (MUP) Existing Bike Lane Existing Bike Route Proposed Short-Term Bike Lane Proposed Long-Term Bike Lane Character Area Boundary Points of Interest MAX Station TH Trailhead U U MAX Guideway Proposed Pedestrian Promenade PROSPECT SPRING CREEK DRAKE SWALLOW MULTI-MODAL MAP Midtown Fort Collins Implementation Plan TH U O U U MONROE HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR Colorado Division of Wildlife Youth Activity Center Main Post Office CENTER AVE COLLEGE AVE SWALLOW RD DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CSU Veterinary School U U U U U Legend Midtown Plan Area (darker aerial area) Proposed Cycle Track Proposed Intersection Improvement Proposed Shared Facility (Sharrows along Frontage Rd.) or Cycle Track Existing Underpass Future Grade Separated Crossing Existing Multi-Use Path (MUP) Existing Bike Lane Existing Bike Route Proposed Short-Term Bike Lane Proposed Long-Term Bike Lane Character Area Boundary Points of Interest MAX Station TH Trailhead U U MAX Guideway Proposed Pedestrian Promenade PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER O U U MONROE Colorado Division of Wildlife Youth Activity Center CENTER AVE COLLEGE AVE SWALLOW RD DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CSU Veterinary School U U U U U Legend Midtown Plan Area (darker aerial area) Proposed Cycle Track Proposed Intersection Improvement Proposed Shared Facility (Sharrows along Frontage Rd.) or Cycle Track Existing Underpass Future Grade Separated Crossing Existing Multi-Use Path (MUP) Existing Bike Lane Existing Bike Route Proposed Short-Term Bike Lane Proposed Long-Term Bike Lane Character Area Boundary Points of Interest MAX Station TH Trailhead U U MAX Guideway Proposed Pedestrian Promenade PROSPECT SPRING CREEK DRAKE SWALLOW A MulTI-ModAl envIronMenT The City of Fort Collins is actively pursuing a more multi-modal environment. The Complete Streets policy ensures that new streets include bike lanes and adequate sidewalks. As shown in the previous street sections, this Plan intends to transform new as well as existing streets into a safe and attractive multi-modal environments with minimal up front effort. As noted in the existing Conditions report (see Appen- dix), at first glance, Midtown seems to have a good bi- cycle network. However, upon closer examination there are many gaps that exist. The map to the left indicates where important multi-modal infrastructure is needed to better connect Midtown with surrounding neighbor- hoods and the new MAX system. With nearly 10% of all journey-to-work trips being generated by non-motorized transportation in Fort Collins, a safe, continuous and comfortable multi-modal system will be an essential component in the future success of Midtown. In addi- tion to journey-to-work trips, it is a goal of this Plan to incentivize leisurely alternative modes transportation, *See Appendix for expanded 11x17 fold-out of Multi-Modal Map. and therefore important to offer a system that pro- vides a high level of service for all ages and abilities to move throughout Midtown in a safe and efficient man- ner. Major concepts for improv- ing multi-modal circulation in the project area include: • Pedestrian Promenade • continuous, designat- ed bike facilities • improve intersections • Under/overpasses • locating bike parking • connecting to transit section L with two travel lanes, on-street parking, a tree row and sidewalk. Bike lanes * 8’ Tree row * 8’ Sidewalk Monroe (W. of College) Bockman new Streets 60’ 50’ n/A 40’ 36’ n/A Cross-sections G through I show options for 2-Lane Arterials. These roadways connect commercial parcels and residential neighborhoods to the arterial road system, and balance the mobility needs of the vehicles travelling on them with access needs to the properties that abut them. Many existing streets don’t accommodate for bicycles, parking or both. While provisions for bicycles is an important concept in redeveloping the area with a multi-modal system, on-street parking is a function of need and could come later as areas redevelop. The table above lists recommendations, but each street section should be selected based on the future land use vision for the parcels along each roadway. Cross-seCtions g and h Cross-sections G and H describe the configuration of a 2-lane Arterial roadway with parking on both sides of the street. G shows the typical condition (i.e., between intersections), where no center turn lane would be pro- vided, and H shows conditions at those intersections where a left turn lane is needed. Cross-seCtion i Cross-section I shows the configuration of a 2-lane Arterial roadway with on-street parking in a reduced or constrained roW. This is the condition described as a “street-like private drive”. 80’ & 100’ 100’ 78’ 78’ Cross-sections E and F show two options for 4-Lane Arterials. 4-Lane Arterials in the project area are: Prospect, Drake, Horsetooth and Harmony. Harmony is not listed because it has already been the subject of an extensive “Enhanced Travel Corridor Alternatives Analysis” and improvements are already being implemented throughout the corridor. These arterials’ main function is to move high volumes of traffic over medium and long distances. These street sections aim to maintain this functionality, while ensuring that pedestrians and cyclists can use the road without feeling overwhelmed. (east & west side) * 4 Frontage road lanes (2 ea. side) *on-Street Pkg. (west side only) * Sharrows or ded. Bike lane in lieu of Pkg. * Tree row * Sidewalk College Ave. (Thunderbird to Swallow) 180’ 180’ (incl. east and west frontage rds.) d 225’ 150’ * 6 travel lanes * Center Turn ln. * landscaped Buffer (west side) * 2 Frontage road lanes (west side) * on-Street Pkg. (west side only) * Sharrows or ded. Bike lane in lieu of Pkg. * Tree row (west) * landscaped Buffer (east) * Sidewalks * Cycle Track (east) College Ave. (Swallow to Horse- tooth) 120’ - 170’ 150’ (incl. west frontage rd.) Cross-sections A through D describe the various cross-sections for College Avenue. The current curb-to- curb (CTC) width and laneage configuration of College itself has not been altered in any of these cross- sections, with the understanding that the current College Avenue Boulevard Study will conduct a more thorough review and offer recommendations for that portion of the road. The focus of this street section analysis examines the configuration of the corridor from back of the curbs on each side, including frontage roads where they exist. As shown in the table above, where College Avenue includes frontage roads (B, C & D), the existing rights-of-way (ROW) often lies at the back-of-curb of the frontage road, indicating that existing sidewalks are on private property. It will be up to the City to acquire additional ROW or simply require an easement of private property to institute public realm improvements. 6-lane Arterials Wildlife Youth Activity Center Main Post Office CSU Veterinary School RUTGERS ST PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER *See Appendix for expanded 11x17 fold-out of Circulation Map and graphic street cross-sections. *Solid lines represent existing streets and dashed lines repre- sent proposed new streets. • improving existing and implement new east-west connections to facilitate movement from existing neighborhoods east and west of College into Midtown and to and from the MAX stations and other transit stops. Many bike paths exist on east-west streets, but are dropped as they approach College Avenue, because bicycle travel is currently prohibited on Col- lege. With the transformation of College into a multi- modal environment, these east-west connections will become more natural and should be enhanced. The map to the right shows where proposed improve- ments will take place throughout Midtown and the fol- lowing pages describe them in more detail. Graphic cross sections of each condition and a larger version of the Circulation Map are also available in the Appendix. DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE Colorado Division of Wildlife CSU Veterinary School RUTGERS ST PROSPECT SPRING CREEK DRAKE Legend 2-Lane Arterial 6-Lane Arterial (College Ave.) 4-Lane Arterial MAX Station MAX Guideway 2-Lane Parkway 2-Lane Collector (no bike lanes) 2-Lane Collector (w/ bike lanes) Pedestrian Promenade Existing Streets (no change) DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE Colorado Division of Wildlife CSU Veterinary School RUTGERS ST PROSPECT SPRING CREEK DRAKE Legend 2-Lane Arterial 6-Lane Arterial (College Ave.) 4-Lane Arterial MAX Station MAX Guideway 2-Lane Parkway 2-Lane Collector (no bike lanes) 2-Lane Collector (w/ bike lanes) Pedestrian Promenade Existing Streets (no change) proved SIP participants are eligible to receive a grant, upon the comple- tion of their approved project. While the grant acts as financial as- sistance to property owners and/or business tenants, the fundamen- tal purpose of the grant is to further the goals and objectives identi- fied in the North Col- lege urban Renewal Plan and the City’s Comprehensive Plan. While SIP is currently only available in North College area, future plans include expand- ing it into Midtown to supplement traditional TIF assistance. BID is made. CDC Resource generation: CDC’s most commonly get resources from: 1) Business/Corporate Donations 2) Banks 3) Investors 4) Personal Donors 5) City, County or other governmental Entity (through cash infusions or incentives to assist with redevelopment) 6) Local, National and Federal grants. dential neighborhoods that also double as a vibrant public space. Neighborhood services such as furniture stores are a great amenity materials palette and form. MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR COLLEGE AVE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER FOOTHILLS MALL MIDTOWN BOOMER ARTS CENTER MUSIC CO. FORT COLLINS YOUTH ACTIVITY COLLEGE AMERICA CAR DEALERSHIPS BEST BUY INSTITUTE OF BUSINESS & MEDICAL CAREERS SPRING CREEK DRAKE SWALLOW HORSETOOTH U.S. FORESTRY SERVICE FOOTHILLS MALL MIDTOWN BOOMER ARTS CENTER MUSIC CO. FORT COLLINS YOUTH ACTIVITY BEST BUY INSTITUTE OF BUSINESS & MEDICAL CAREERS Gardens Theme Highlights Arts Theme Highlights Technology Theme Highlights Gardens Theme Area Arts Theme Area Technology Theme Area SWALLOW RD DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE PROSPECT SPRING CREEK DRAKE SWALLOW SPRING PARK CREEKSIDE PARK FLOWER TRIAL GARDEN U.S. FORESTRY SERVICE FOOTHILLS MALL FORT COLLINS YOUTH ACTIVITY CO. DIVISION OF WILDLIFE Legend Midtown Plan Area (darker aerial area) Character Area Boundary MAX Guideway MAX Station College Avenue Corridor Gardens Theme Highlights Arts Theme Highlights Technology Theme Highlights Gardens Theme Area Arts Theme Area Technology Theme Area SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER SPRING PARK CREEKSIDE PARK FLOWER TRIAL GARDEN U.S. FORESTRY SERVICE FOOTHILLS MALL MIDTOWN BOOMER ARTS CENTER MUSIC CO. FORT COLLINS YOUTH ACTIVITY COLLEGE AMERICA CAR DEALERSHIPS BEST BUY CO. DIVISION OF WILDLIFE INSTITUTE OF BUSINESS & MEDICAL CAREERS Legend Midtown Plan Area (darker aerial area) Character Area Boundary MAX Guideway MAX Station College Avenue Corridor Gardens Theme Highlights Arts Theme Highlights Technology Theme Highlights Gardens Theme Area Arts Theme Area Technology Theme Area MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER SPRING PARK CREEKSIDE PARK FLOWER TRIAL GARDEN U.S. FORESTRY SERVICE FOOTHILLS MALL MIDTOWN BOOMER ARTS CENTER MUSIC CO. FORT COLLINS YOUTH ACTIVITY COLLEGE AMERICA CAR DEALERSHIPS BEST BUY CO. DIVISION OF WILDLIFE INSTITUTE OF BUSINESS & MEDICAL CAREERS Legend Midtown Plan Area (darker aerial area) Character Area Boundary MAX Guideway MAX Station College Avenue Corridor Gardens Theme Highlights Arts Theme Highlights Technology Theme Highlights Gardens Theme Area Arts Theme Area Technology Theme Area technology arts gardens of commercial activity. residential use occurs in limited amounts. COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE Colorado Division of Wildlife Youth Activity Center Main Post Office CSU Veterinary School PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN U U U U U U U L M (d C G (F (a • M pl • O (F P • A pu • I • A K • E re • V M M P • D C In • M • S de pr E F C • P P N M U U G A T Lower Midtown Central Midtown Upper Midtown *See Appendix for expanded 11x17 fold-out of Framework Map. framework map FRAMEWORK MAP Midtown Fort Collins Implementation Plan SWALLOW RD HORSETOOTH RD HARMONY RD JOHN F KENNEDY PKWY LANDINGS DR AKE RD COLUMBIA RD Youth Activity Center Main Post Office (Future) Civic Amenity (approximate locations) • May be a park, plaza, or other gathering place • One per Character Area (Future) Privately developed Plazas and Open Spaces • Approximate locations for illustrative purposes • Incentives may be provided • At owner’s option Key Streetscape Node • Each design palette relates to the respective MAX Station • Visually links MAX with College Ave. MAX Guideway MAX Station Promenade Segments • Design varies by Character Area College Avenue Corridor Internal Circulation Opportunities • Many include autos, bikes and peds • Some are bikes and peds, depending depend upon individual development projects Existing Underpass Future Grade Separated Crossing • Planned or potential Ped/Bike Access to Neighborhoods Mason Trail U U Gardens Theme Area Arts Theme Area Technology Theme Area RD HORSETOOTH RD ONY RD HN F KENNEDY PKWY LANDINGS DR MBIA RD RD Youth Activity Center Main Post Office Legend Midtown Plan Area (darker aerial area) Character Area Boundary Gateway (Future) Civic Amenity (approximate locations) • May be a park, plaza, or other gathering place • One per Character Area (Future) Privately developed Plazas and Open Spaces • Approximate locations for illustrative purposes • Incentives may be provided • At owner’s option Key Streetscape Node • Each design palette relates to the respective MAX Station • Visually links MAX with College Ave. MAX Guideway MAX Station Promenade Segments • Design varies by Character Area College Avenue Corridor Internal Circulation Opportunities • Many include autos, bikes and peds • Some are bikes and peds, depending depend upon individual development projects Existing Underpass Future Grade Separated Crossing • Planned or potential Ped/Bike Access to Neighborhoods Mason Trail U U Gardens Theme Area Arts Theme Area Technology Theme Area SPRING PARK CREEKSIDE PARK FLOWER TRIAL GARDEN U.S. FORESTRY SERVICE FOOTHILLS MALL MIDTOWN BOOMER ARTS CENTER MUSIC CO. FORT COLLINS YOUTH ACTIVITY COLLEGE AMERICA CAR DEALERSHIPS BEST BUY CO. DIVISION OF WILDLIFE INSTITUTE OF BUSINESS & MEDICAL CAREERS MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER SPRING PARK CREEKSIDE PARK FLOWER TRIAL GARDEN U.S. FORESTRY SERVICE FOOTHILLS MALL MIDTOWN BOOMER ARTS CENTER MUSIC CO. FORT COLLINS YOUTH ACTIVITY COLLEGE AMERICA CAR DEALERSHIPS BEST BUY CO. DIVISION OF WILDLIFE INSTITUTE OF BUSINESS & MEDICAL CAREERS COLUMBIA RD STUART ST PROSPECT RD CENTER AVE PROSPECT SPRING CREEK SPRING PARK CREEKSIDE PARK FLOWER TRIAL GARDEN U.S. FORESTRY SERVICE CO. DIVISION OF WILDLIFE Legend Midtown Plan Area (darker aerial area) Character Area Boundary MAX Guideway MAX Station College Avenue Corridor COLUMBIA RD STUART ST PROSPECT RD CENTER AVE PROSPECT SPRING CREEK SPRING PARK CREEKSIDE PARK FLOWER TRIAL GARDEN U.S. FORESTRY SERVICE CO. DIVISION OF WILDLIFE Legend Midtown Plan Area (darker aerial area) Character Area Boundary MAX Guideway MAX Station College Avenue Corridor Services Kirstin Silveira, Sustainable Ser- vices Intern Emily Wilmsen, Sustainability Services Pete Wray, City Planning ackNOWleDgeMeNTS • One per Character Area (Future) Privately developed Plazas and Open Spaces • Approximate locations for illustrative purposes • Incentives may be provided • At owner’s option Key Streetscape Node • Each design palette relates to the respective MAX Station • Visually links MAX with College Ave. MAX Guideway MAX Station Promenade Segments • Design varies by Character Area College Avenue Corridor Internal Circulation Opportunities • Many include autos, bikes and peds • Some are bikes and peds, depending depend upon individual development projects Existing Underpass Future Grade Separated Crossing • Planned or potential Ped/Bike Access to Neighborhoods Mason Trail U U Gardens Theme Area Arts Theme Area Technology Theme Area MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY JOHN F KENNEDY PKWY MANHATTAN AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE Colorado Division of Wildlife Youth Activity Center Main Post Office CSU Veterinary School PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN U U U U U U U Legend Midtown Plan Area (darker aerial area) Character Area Boundary Gateway (Future) Civic Amenity (approximate locations) • May be a park, plaza, or other gathering place • One per Character Area (Future) Privately developed Plazas and Open Spaces • Approximate locations for illustrative purposes • Incentives may be provided • At owner’s option Key Streetscape Node • Each design palette relates to the respective MAX Station • Visually links MAX with College Ave. MAX Guideway MAX Station Promenade Segments • Design varies by Character Area College Avenue Corridor Internal Circulation Opportunities • Many include autos, bikes and peds • Some are bikes and peds, depending depend upon individual development projects Existing Underpass Future Grade Separated Crossing • Planned or potential Ped/Bike Access to Neighborhoods Mason Trail U U Gardens Theme Area Arts Theme Area Technology Theme Area Revise existing parking plans to back-in angle parking for more visibility for bicycle trac Provide green paint for bicycle lane in conict zone for increase awareness Place vertical curb between parking and cycle track. Provide curb openings every 30 feet for stormwater Provide sharrows and dashed lines to guide bicycles into cycle track Date: March 2013 Author: AP, Alta Planning + Design Source: Data obtained from Google Earth I 0 15 30 60 Feet Midtown Fort Collins Urban Design Study: Troutman Parkway and Mason Street Intersection public review drAft - MAY 24, 2013 (one side only) * 5’ Tree Row * 10’ Sidewalk Johnson Dr. 26’ 32’ * Buffered Bike Lane or Cycle Track * On-Street Pkg. * 7’ Tree Row * 7’ Sidewalk Troutman 100’ 70’ - 80’ STREET SECTION PROP. CSS PROP. CTC ELEMENTS INSIDE CURBS ELEMENTS OUTSIDE CURBS PROJECT AREA STREETS EXIST. ROW EXIST. CTC K 80’ 54’ * 2 Travel Lanes * 14’ Turn Lane/ Landscaped Median * On-Street Pkg. * 7’ Tree Row * 6’ Sidewalk Thunderbird and at intersec- tions as needed 60’ 50’ L 66’ 40’ * 2 Travel Lanes * On-Street Pkg. * 7’ Tree Row * 6’ Sidewalk Mitchell Dr. Creger Dr. Kensington 54’ 30’ 54’ 34’ 38’ 34’ CSS PROP. CTC ELEMENTS INSIDE CURBS ELEMENTS OUTSIDE CURBS PROJECT AREA STREETS EXIST. ROW EXIST. CTC G 84’ 54’ * 2 Travel Lanes * 8’ Buffered Bike Lanes * On-Street Parking * 5’ Tree Row * 10’ Sidewalk Mason Columbia W. Harvard Swallow Foothills Monroe (E. of College) Boardwalk New Streets 60’ 70’ 50’ 80’ 60’ & 100’ 80’ 65’ N/A 40’ 56’ 40’ 60’ 40’ & 60’ 60’ 48’ N/A H 84’ 64’ *2 Travel Lanes * 14’ Turn Lane/ Landscaped Median * 6’ Bike Lanes * On-Street Pkg. * 5’ Tree Row * 5’ Sidewalk @ intersections I 72’ 36’ * 2 Travel Lanes * 8’ Buffered Bike Lanes * 8’ Tree Row * 8’ Sidewalk Monroe (W. of College) Bockman New Streets 60’ 50’ N/A 40’ 36’ N/A east frontage rd. and cont. SB rt. turn ln.) C 205’ 180’ * 6 travel lanes * Center Turn Ln. * Landscaped Buffer (east & west side) * 4 Frontage Road Lanes (2 ea. side) *On-Street Pkg. (west side only) * Sharrows or Ded. Bike Lane in lieu of Pkg. * Tree Row * Sidewalk College Ave. (Thunderbird to Swallow) 180’ 180’ (incl. east and west frontage rds.) D 225’ 150’ * 6 travel lanes * Center Turn Ln. * Landscaped Buffer (west side) * 2 Frontage Road Lanes (west side) * On-Street Pkg. (west side only) * Sharrows or Ded. Bike Lane in lieu of Pkg. * Tree Row (west) * Landscaped Buffer (east) * Sidewalks * Cycle Track (east) College Ave. (Swallow to Horse- tooth) 120’ - 170’ 150’ (incl. west frontage rd.) STUART ST PROSPECT RD CENTER AVE COLLEGE AVE Colorado Division of Wildlife Youth Activity Center Main Post Office CSU Veterinary School PROSPECT SPRING CREEK DRAKE SWALLOW HORSE TOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER Legend Gateway Monumentation Sub-Area Identification Directional MAX Directional Pedestrian Informational Mobile-Enabled Informational Key Streetscape Node MAX Guideway Proposed Pedestrian Promenade PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER O U U Colorado Division of Wildlife Youth Activity Center CENTER AVE COLLEGE AVE SWALLOW RD DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CSU Veterinary School U U U U U Legend Midtown Plan Area (darker aerial area) Proposed Cycle Track Proposed Intersection Improvement Proposed Shared Facility (Sharrows along Frontage Rd.) or Cycle Track Existing Underpass Future Grade Separated Crossing Existing Multi-Use Path (MUP) Existing Bike Lane Existing Bike Route Proposed Short-Term Bike Lane Proposed Long-Term Bike Lane Character Area Boundary Points of Interest MAX Station TH Trailhead U U MAX Guideway Proposed Pedestrian Promenade PROSPECT SPRING CREEK DRAKE SWALLOW HARMONY RD JOHN F KENNEDY PKWY MANHATTAN AVE COLLEGE AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD COLLEGE AVE Colorado Division of Wildlife Youth Activity Center Main Post Office CSU Veterinary School RUTGERS ST PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN HARMONY SOUTH TRANSIT CENTER Legend 2-Lane Arterial 6-Lane Arterial (College Ave.) 4-Lane Arterial MAX Station MAX Guideway 2-Lane Parkway 2-Lane Collector (no bike lanes) 2-Lane Collector (w/ bike lanes) Pedestrian Promenade Existing Streets (no change) • Approximate locations for illustrative purposes • Incentives may be provided • At owner’s option Key Streetscape Node • Each design palette relates to the respective MAX Station • Visually links MAX with College Ave. MAX Guideway MAX Station Promenade Segments • Design varies by Character Area College Avenue Corridor Internal Circulation Opportunities • Many include autos, bikes and peds • Some are bikes and peds, depending depend upon individual development projects Existing Underpass Future Grade Separated Crossing • Planned or potential Ped/Bike Access to Neighborhoods Mason Trail U U Gardens Theme Area Arts Theme Area Technology Theme Area MONROE SWALLOW RD HORSETOOTH RD TROUTMAN PKWY JOHN F KE MANHATTAN AVE LANDINGS DR DRAKE RD COLUMBIA RD STUART ST PROSPECT RD CENTER AVE COLLEGE AVE Colorado Division of Wildlife Youth Activity Center Main Post Office CSU Veterinary School PROSPECT SPRING CREEK DRAKE SWALLOW HORSETOOTH TROUTMAN U U U U U U Legend Midtown Plan Area (darker aerial area) Character Area Boundary Gateway (Future) Civic Amenity (approximate locations) • May be a park, plaza, or other gathering place • One per Character Area (Future) Privately developed Plazas and Open Spaces • Approximate locations for illustrative purposes • Incentives may be provided • At owner’s option Key Streetscape Node • Each design palette relates to the respective MAX Station • Visually links MAX with College Ave. MAX Guideway MAX Station Promenade Segments • Design varies by Character Area College Avenue Corridor Internal Circulation Opportunities • Many include autos, bikes and peds • Some are bikes and peds, depending depend upon individual development projects Existing Underpass Future Grade Separated Crossing • Planned or potential Ped/Bike Access to Neighborhoods Mason Trail U U Gardens Theme Area Arts Theme Area Technology Theme Area